EV Digest 3582
Topics covered in this issue include:
1) EVLN(Little electric carts in shopping centers & church parking lots)
by Bruce EVangel Parmenter <[EMAIL PROTECTED]>
2) TdS Report #36: Photos - #45, The Lorax
by [EMAIL PROTECTED]
3) EVLN(Winona HS students build a serial hybrid)
by Bruce EVangel Parmenter <[EMAIL PROTECTED]>
4) EVLN(Farms Cultivate Market for Electric Vehicles Despite Limitations)
by Bruce EVangel Parmenter <[EMAIL PROTECTED]>
5) EVLN(To make Quebec the nexus of the EV universe)
by Bruce EVangel Parmenter <[EMAIL PROTECTED]>
6) EVLN(So is a hybrid right for you?)
by Bruce EVangel Parmenter <[EMAIL PROTECTED]>
7) Gelaendewagen EV or Hybrid?
by Marvin Campbell <[EMAIL PROTECTED]>
8) correct fuse for BMS?
by "Cliff Rassweiler" <[EMAIL PROTECTED]>
9) [[JUNK]] thanks!
by [EMAIL PROTECTED]
10) Re: Anyone Know who is behind electriccars.com?
by Peter VanDerWal <[EMAIL PROTECTED]>
11) RE: Message Notify
by "Visitor" <[EMAIL PROTECTED]>
12) Large capacity NiMH packs
by "Dean Thompson" <[EMAIL PROTECTED]>
13) RE: Text message
by "Visitor" <[EMAIL PROTECTED]>
14) Re: Large capacity NiMH packs
by Martin Klingensmith <[EMAIL PROTECTED]>
15) *grumblemumble*
by Chris Zach <[EMAIL PROTECTED]>
16) Re: Racing at Infineon
by John Wayland <[EMAIL PROTECTED]>
17) Re: Racing at Infineon
by michael bearden <[EMAIL PROTECTED]>
18) Re: LED battery voltage display-I don't understand.
by Lee Hart <[EMAIL PROTECTED]>
--- Begin Message ---
EVLN(Little electric carts in shopping centers & church parking lots)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
http://www.news-journalonline.com/NewsJournalOnline/News/Neighbors/DailyJournal/03AreaDJ03051304.htm
Driving through neighborhood not what it used to be By MARY L.
SCHROPP News-Journal Correspondent Last update: 12 May 2004
NEW SMYRNA BEACH -- As gas prices shoot through the $2 mark, those
little electric carts that transport golfers from home to course and
putter around planned communities may soon be found in shopping
centers and church parking lots.
The utilitarian golf cart has grown up and become a Neighborhood
Electric Vehicle (NEV). In 1998, the federal National Highway
Traffic Safety Administration officially recognized NEVs as a form
of over-the-road transportation. Since then, 37 states, including
Florida, have passed legislation allowing these vehicles to be
driven on roads with posted speed limits of 35 miles per hour or
less.
This new generation of electric cart comes equipped with windshield,
turn signals, wipers, rearview mirror, head and taillights, seat
belts and a parking brake. Most are powered by rechargeable
batteries and have a travel range of about 40 miles.
"There are gas-powered models that can travel about 150 miles on six
gallons of gas. These are more popular as security or maintenance
vehicles that have to work an eight-hour day," said Greg Welsh, who
owns Gulf Atlantic Vehicles with his wife, Carrie.
This week, the Welshes are expecting delivery of the Lido line of
NEVs that look more like small cars than golf carts. The Lido
Classic resembles a cross between a venerable Volkswagen Bug and the
new PT Cruiser. There's even a "woody" version, with simulated wood
panels.
"It used to be that 80 percent of the vehicles we sold were to
golfers. Now it's closer to 50 percent," Carrie Welsh said.
In business since 1991, Gulf Atlantic Vehicles currently sells about
500 carts per year. The company also maintains and repairs carts. A
basic two-passenger, new cart sells for about $3,500, but the
larger, souped up versions can carry of price tag of more than
$12,000.
Retired couples in planned communities already use them for visiting
neighbors, Carrie Welsh said. People with physical disabilities
people use them as personal transportation around their home.
"Communities like the Spruce Creek Fly-In already allow people to
use them on community roads and at the airfield. And the new
Venetian Bay development off State Road 44 is designed with shopping
within the community, which will make it easy to use an electric
vehicle," Greg Welsh said.
In addition, current cart designs are modified for use off
well-manicured greens and fairways.
"The new 4x4s are great for hunting camps and farms," Welsh said,
since the frame is raised and the vehicles include knobby tires that
can handle rough terrain.
"We think that they'd probably be good for the beach, also, since
they're smaller than cars. They're quieter and there's no pollution
with the electric vehicles," his wife said.
Carts can be customized with all the comforts of the family sedan or
SUV. There's an optional dashboard and can include a CD player.
Wheel covers can tout a favorite college team. And, fans can blow
cooling air on golfers waiting to tee off.
"The most popular options are lights, a faster motor and the
'sunbrella,' a curtain package that keeps out the rain," Welsh
said.
The federal Department of Energy is pushing further develop of NEVs
because they have no tailpipe emissions and don't contribute to air
pollution or global warming.
In addition, according to a DOE report, more than 95 percent of the
electricity use to recharge NEVs originates from domestic resources,
which decreases national dependence on imported oil.
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TdS Report #36: Photos - #45, The Lorax
Photographs from the Tour de Sol:
http://www.AutoAuditorium.com/TdS_Reports_2004/photos_011.html
#45, The Lorax
Ready for a pleasant drive around the Burlington Festival site.
A little young to be driving, don't you think?
Somehow I keep hearing the opening theme from "The Prisoner".
Rear view. Just one wide tire.
- - - -
The complete set of Tour de Sol Reports for 2004 can be found at:
http://www.AutoAuditorium.com/TdS_Reports_2004
The complete set of past Tour de Sol Reports can be found at:
http://www.FovealSystems.com/Tour_de_Sol_Reports.html
- - - -
The above is Copyright 2004 by Michael H. Bianchi.
Permission to copy is granted provided the entire article is presented
without modification and this notice remains attached.
For other arrangements, contact me at +1-973-822-2085 .
- - - -
For more on the NESEA Tour de Sol, see the web page at
http://www.TourdeSol.org
- - - -
Official NESEA Tour de Sol information is available from the sponsor,
the Northeast Sustainable Energy Association (NESEA) at
413 774-6051 , and 50 Miles Street, Greenfield, MA 01301 , and
[EMAIL PROTECTED] . All media enquiries should be addressed to ...
Jack Groh
Tour de Sol Communications Director
P.O. Box 6044
Warwick, RI 02887-6044
401 732-1551
401 732-0547 fax
[EMAIL PROTECTED]
--- End Message ---
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EVLN(Winona HS students build a serial hybrid)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
http://www.wvec.com/sharedcontent/APStories/stories/D82I4PH80.html
Top science students compete for scholarships 05/14/2004 By WILLIAM
McCALL / Associated Press
For two weeks during Christmas vacation, Collin Arnold did nothing
but work on a computer program that would eventually guide a small
robot around the room.
He did remember to eat something occasionally as the holiday events
swirled around him mostly unheeded, but after building the robot
from scratch, Arnold wanted to make sure it could do something
useful — such as, "maybe, repairing the hull of the space shuttle."
[...]
Elliott Belden and classmate Ryan Young at Winona High School in
Winona, Minn., built a hybrid gas-electric vehicle that uses the gas
engine simply to provide power for the electrical system and charge
its battery.
The combination allows the electric motor to do most of the work,
and reduce the size of the gasoline engine. It also allows the
machine to run nearly silently without building up a lot of heat,
Belden and Young said.
It may not be ideal for a commuter vehicle, but it could serve very
efficiently as the engine for a forklift or a tractor, something
that needs a lot of power over a short distance. The hybrid design
also could have military applications, the two high school seniors
said.
"When it's running about all you can hear is the wheels moving,"
Belden said. "And it has virtually no heat signature. So it could
work really well for something like reconnaissance."
[...]
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EVLN(Farms Cultivate Market for Electric Vehicles Despite
Limitations)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
http://www.washingtonpost.com/wp-dyn/articles/A28350-2004May14.html
washingtonpost.com > Metro > Virginia
Farms Cultivate Market for Electric Vehicles Despite Limitations,
Quiet Little Cars Finding Way Into Region's Countryside
By Jason Ukman Washington Post Staff Writer
Saturday, May 15, 2004; Page B03
On a sprawling horse farm southwest of Frederick, Staci Penrose
plunged a metal hook into a bale of hay and yanked it off an
eight-foot-high stack, letting it tumble to the floor of the riding
arena.
Then she heaved the bale not onto a tractor or the bed of a pickup
but into what resembles a space-age golf cart, a neighborhood
electric vehicle. It hummed so quietly as she drove her load into
the barn that the horses hardly turned their heads.
The little electric car, which has no internal-combustion engine,
uses no gas and plugs into a standard outlet to charge its battery,
has long tooled around the gated communities of Florida and Southern
California and, more recently, in suburban subdivisions and
retirement villages across the country.
In this area, they are making their way out to the country.
Neighborhood electric vehicles, or NEVs, are sold in very limited
numbers here -- and sales representatives say many of them end up in
rural developments or on horse farms in Maryland and Virginia. The
result is a distinctly modern touch to the pastoral landscape.
Kim Stewart, who owns the farm in Jefferson where Penrose works,
bought two NEVs in December and sold the gas-powered golf cart she
used previously for hauling. One of the new vehicles has a flatbed
and carries 500 to 600 pounds, she said, allowing the two women to
crisscross 200 acres, moving hay and bedding -- and even leading
horses -- between barns.
"I really just wanted to get something that was more environmentally
friendly," Stewart said. "It's quiet. It doesn't make any noise, and
you don't have to start and stop [the engine] all the time."
There are drawbacks, however. "Our own dog is getting fat because
it's been riding a bit too much," Stewart said, as an Australian
shepherd named Jace stretched out in the car.
f Industry analysts have cautioned potential buyers about the
limitations of electric cars. The battery charge on the model made
by Global Electric Motorcars, the only remaining major U.S.
manufacturer of the vehicles, lasts about eight hours or 30 miles.
That is not enough to satisfy the commuting needs of many Americans
in the 33 states -- among them Virginia but not Maryland or the
District -- that allow them on public roads.
Then, for some, there's the sticker shock. The vehicles cost $7,000
to $14,000, depending on their features. Customers can add doors --
two or four -- as well as stereo, air-conditioning and chrome
wheels, among other trimmings.
Still, some people in rural areas have found applications for NEVs.
In La Plata, Sandy Doane-Johnson sends her father, 84, across a
field in the family's NEV each school day to take her 14-year-old
daughter, Mandy, to the school bus stop, about a mile from their
four-acre property.
"She is a beautiful teenager, and I don't want to see her standing
on the side of the highway," Doane-Johnson said. She said her family
chose one of the cheaper models, just the basics. But for a birthday
or Christmas, Mandy might get to add doors or a heater.
Doane-Johnson sometimes takes her 80-year-old mother, who has
trouble walking, around the property in the NEV to look at flower
beds.
Charlie DeCriscio offers the vehicles at a dealership in Leesburg.
He said he was skeptical when he was first approached about selling
them. "I said, 'What in the heck are we going to do with these
things? Ain't nobody going to buy them,' " he recalled. "But then
everybody and their brother wants one."
The cars have been popular on horse farms largely because they're
quiet and don't scare the animals the way a roaring all-terrain
vehicle or tractor can, DeCriscio said. And in a barn, the vehicles
don't put out fumes like a truck or golf cart. He said Sheila
Johnson, the co-founder of Black Entertainment Television, was the
first person to buy one of his NEVs for her farm in Middleburg.
DeCriscio acknowledged that the cars have been a tough sell for city
folks. Despite their safety features, including seat belts and turn
signals, people are reluctant to ride in them.
In this area, Virginia allows them on roads where the speed limit is
35 mph or less -- the vehicles can go only about 25 mph. Virginia
had issued only about 55 clean special fuel license plates for
all-electric vehicles by last year, most of them in Northern
Virginia, according to the Department of Motor Vehicles. A
spokeswoman said some vehicle owners may not have registered for the
special plates.
On a recent NEV ride through Leesburg, DeCriscio attracted his share
of attention. As he passed a school bus, children pressed their
faces against the windows to get a view. When he pulled into a
fast-food drive-through lane, wide-eyed employees gathered to take a
look. And when he reached a stop sign, a cyclist in a green pullover
and helmet called out.
"Excuse me, sir. You got a license?" the cyclist asked. When
DeCriscio responded in the affirmative, the cyclist inspected the
car again and asked: "For this?"
f "The first thing people ask is, 'Is it a golf cart?' " DeCriscio
said later. "I don't know how you could correlate the two."
Back on the farm in Jefferson, Stewart and Penrose were talking
about how useful the NEVs have been and how little maintenance they
require. Again they emphasized how quiet the cars are.
"It doesn't bother a lot of neighbors," Penrose said.
Asked which neighbors she was referring to, she paused, then laughed
a little as she looked around at a farm that stretched nearly as far
as the eye could see.
© 2004 The Washington Post Company
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EVLN(To make Quebec the nexus of the EV universe)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}[Our thanks to Doug]
http://www.canada.com/montreal/montrealgazette/news/business/story.html?id=ad5409de-4594-4c46-9e58-c2d54202d455
Business | canada.com Financial News Plugging into tomorrow
Advanced Propulsion Laboratory gets a $6.1-million bankroll to get
rolling as the focal point of electric-vehicle pursuits
Francois Shalom
The Gazette May 15, 2004 Hugo Marsolais, (on the bike) will head
the Advanced Propulsion Lab, researching electric vehicles. He
is flanked by the city of St. Jerome's Jean-Pierre Labrie in an
electric vehicle and, on a Segway, Pierre Lavallee of the Centre
d'experimentation des vehicules electriques du Quebec.
CREDIT: MARIE-FRANCE COALLIER, THE GAZETTE
St. Jerome - That's some task Hugo Marsolais has in front of him: to
make Quebec the nexus of the electric-vehicle universe.
The director of R&D for Cegep St. Jerome's Institut du transport
avance du Quebec - who looks a decade younger than his 36 years -
has $6.1 million to set up the Advanced Propulsion Laboratory.
Ottawa and Quebec each kicked in $2.1 million, while Hydro-Quebec
IndusTech contributed $1.4 million. The remaining $500,000 is coming
from a half dozen small partners, including ITAQ itself and the
Ecole polytechnique de Montreal.
The cash will fund ITAQ's Cameleon project, a "rolling lab" of three
"test beds" - prototype cars - on which all manner of tests will be
conducted for electric or hybrid gas/electric vehicles.
The goal is to standardize and store in one place the disparate data
collected from various entities around the world working on electric
vehicles - what works, what doesn't, under what conditions, at which
weight or speed, etc. This will also enable ITAQ to act as a
technological-transfer clearing house, Marsolais insists, the one
spot on Earth where anyone interested can retrieve or deposit any
information about electric/hybrid propulsion.
Pulling in information on works in progress from various sources,
like the University of Southern California's Institute for
Transportation Studies, is possible now, but only with great
tenacity and perseverance. The data is scattered around the four
corners of the world.
Ambitious? Perhaps, concedes Marsolais, a born salesperson who
speaks with a religious fervour.
"Trying is better than doing nothing," said the mechanical engineer
who started out working on crash tests.
The mass consumption all-electric car may have been pronounced dead
and buried for all time by most industry players, but that doesn't
deter Marsolais.
Even hydrogen-powered fuel-cell cars, if they ever see the light of
day, will require an electric motor, he noted.
But if you're hoping for fast relief from surging gas prices, you'd
better search elsewhere. Despite the best intentions, and the
research work done, notably by Ballard Power Systems, electric or
fuel-cell cars are not going to be plying our roads next week or
next year - probably not even next decade. In fact, the automotive
industry is encouraging the polar-opposite trend, gas-devouring SUVs
and Humvees.
Toyota has made the biggest real-world stride toward the ultimate
goals of zero-emission and the end of our dependence on fossil fuel,
with its Prius hybrid, introduced in 1997 and already on its second
redesign.
But the Prius is not as easy to buy as your average Honda Accord or
Toyota Camry: Kevin Bijian, a salesperson at Spinelli Lexus Toyota
in Lachine, said that the car, ranging from $31,097 to $35,150, is a
special order that takes between three and six months to be shipped
from Japan.
Still, as production rates - and sales - ramp up, electric and
hybrid technologies will play an important role in the incremental
steps that will lead to a clean-burning technology.
Serge Roy, director of electric-vehicles-energy systems at
Hydro-Quebec IndusTech, objected that the death of the electric car
has been greatly exaggerated.
"We're working on an all-electric vehicle, but with a range
extender," he said in response to the rap against electric vehicles
- that they're limited in range, since no battery has ever been
developed that can rival the combustion engine's range and power.
Roy conceded that his "all-electric" vehicle is not that, precisely.
But he bridles at the word "hybrid," although most people would fail
to see the distinction.
"In people's minds, a hybrid is a traditional thermal engine
assisted by an electric motor. Instead of that, we have an electric
vehicle assisted by a thermal engine," Roy said.
The difference is that his model makes less use of a gas engine.
"This would address 80 per cent of the needs of Quebecers who drive
under 100 kilometres a day."
All well and good, said Paul Deutschman. But where's the connection
to the real world? Is Hydro-Quebec going to make a car for Quebecers
only?
Deutschman Design, its owner well-known in Quebec car circles, is a
partner in the Cameleon project, charged with designing the three
prototype cars.
Deutschman praised ITAQ's initiative, saying: "I desperately want to
see something come out of it." But that will happen only when a
major car company is associated with the efforts, he said.
"To channel these efforts into a viable project, you'll need to see
a link between all this activity and something commercial,"
Deutschman said.
"Each one of these projects is another nail in the coffin when they
don't work," he said. "If it's purely R&D, with no direct link to
some money-generating business, it will be impossible to gauge its
success."
The electric-car community is a small circle in Quebec.
Marsolais and Deutschman both worked for Bombardier's NEV
(neighborhood electric vehicle) before the transport company
abandoned the project a few years ago. Marsolais also worked at TM4,
a Hydro Quebec IndusTech division.
But the bet is that the electric-car community will get bigger -
with the help of Cameleon.
[EMAIL PROTECTED] © The Gazette (Montreal) 2004
Copyright © 2004 CanWest Interactive Inc. All rights reserved.
[ref http://www.cstj.qc.ca/itaq/en/ ]
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EVLN(So is a hybrid right for you?)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}[Our thanks to jobberman}
http://www.thecarconnection.com/index.asp?article=7131
2005 Ford Escape Hybrid Can you have it all with this “no
compromises” SUV? by Paul A. Eisenstein (2004-05-14)
How do we escape from our dependence on high-cost foreign oil? With
petroleum prices surging to record levels and turmoil wracking the
Mideast, that's a question that has moved from the fringe and into
the mainstream of debate.
A growing number of motorists are taking the issue into their own
hands. Demand for Toyota 's Prius hybrid-electric sedan has surged
so dramatically that in some parts of the country, dealers are
reporting an eight-month backlog of orders.
That could be good news for Ford Motor Co., which in August will
belatedly launch sales of its the world's first gasoline-electric
sport-utility vehicle. Ford has dubbed the new Escape Hybrid a
"no-compromise hybrid," promising that the SUV won't sacrifice
comfort, convenience or utility in the bid for higher mileage.
The Escape Hybrid hits market more than half a year late, time
largely spent fine-tuning the hybrid powertrain. But with the way
fuel prices are surging, this case of dumb luck could play out in
Ford's favor if buyers really do think the new ute lives up to
billing.
Hybrid basics
To find out, several members of TheCarConnection team flew to Los
Angeles to spend some time behind the wheels of the Escape Hybrid,
driving a route that included plenty of traffic-packed streets, as
well as open highway and a modest loop off-road. But before we
report on our findings, it may be best to present a short primer in
hybrid basics.
Even the most efficient automobiles normally waste a tremendous
amount of energy. Hybrids use several methods to recapture that
energy. So-called regenerative brakes generate electric current,
rather than heat. And electric motors attached to the drivetrain
can recapture waste energy when the vehicle is coasting or idling.
There are two basic types of hybrid on the road today. Honda's
Insight and Civic Hybrids are so-called "mild" hybrids. Recaptured
energy is stored in a small battery pack. When a boost of power is
needed, it's used to power that motor/generator, which acts like a
sort of electric supercharger. To further save fuel, a mild hybrid
will quietly shut down its internal-combustion -- gasoline - engine
when idling, say, at a stop light. Tap the accelerator and the
engine instantly starts back up.
Full hybrids, such as the Prius and Escape, also can operate in
fully-electric mode. In heavy traffic, where you might only move a
few feet at a time, a full hybrid will keep its IC engine shut off
and rely solely on battery power.
There's been a fair bit of confusion, incidentally, about Ford's
decision to sign a licensing agreement with Toyota . The U.S.
automaker insists Escape's totally home-grown, but that some of its
technology was close enough in concept to possibly trigger a patent
infringement suit. Ford claims it was easier to simply pay a small
royalty. Toyota officials concur.
Four plus 94
That said, the Escape Hybrid follows classic hybrid form, combining
IC engine and electric motor under its hood. The gasoline-powered
portion is essentially the same 2.3-liter in-line four engine found
in the basic Ford Escape. In this case, it's been modified to run on
what's known as the Atkinson cycle. This maximizes fuel economy,
though at the cost of low-end torque.
That's acceptable in this application because when you nail the
accelerator at a light, or start a passing maneuver, the 70-kilowatt
electric motor kicks in. That translates into 94 horsepower, and
when you add it all together, you've got nearly the performance of
the V-6 Escape - albeit for relatively short bursts.
Our initial experience inside the Escape Hybrid didn't make much use
of this feature. We picked our hybrid ute up at the Sony Pictures
studio in Culver City , and immediately began a 5-mile mileage run.
It was a board-flat stretch of city streets that offered a chance to
maximize the potential of a gasoline-electric vehicle.
The most fuel efficient conventional Escape with an in-line four
engine, five-speed manual and front-wheel-drive, gets 24 mpg city,
29 mpg highway. The V-6, with an automatic and all-wheel-drive,
drops that as low as 18/22.
During two passes through the loop, editor Marty Padgett and I
generated virtually identical results of about 39 miles to the
gallon in an all-wheel-drive Escape Hybrid. Other journalists bested
that number significantly, and in a front-wheel-drive model, a
particularly light-footed scribe hit the 60-mpg mark.
All these numbers were generated by drivers working hard to maximize
fuel efficiency. Later results fell dramatically in real-world
driving, underscoring the caveat for anyone considering a hybrid.
The vast majority of HEV owners - whatever the vehicle - report
lower mileage than shown on the EPA window sticker. In many cases,
the gap is significant. But there's also no question hybrids do get
better mileage than comparable vehicles running solely on gasoline
power.
Look close
Visually, you'll have to look close to tell the difference between a
conventional Escape and a Hybrid. The most notable exterior changes
include a stylized front fascia with integral fog lamps, and the
addition of a Hybrid badge, with its green leaf a symbol of
enviro-friendliness.
Inside, you'll find an all-new video display mounted in the center
console. Its primary purpose is to show which mode the vehicle is
operating in at any given moment, and to show how well you're doing
at maximizing fuel economy. Many Prius drivers have learned to use
this as a guide to changing driving patterns.
(Since there's a video screen, Ford also offers on optional
navigation system, the first for the Escape.)
We definitely weren't doing much to boost mileage as we launched
onto the 101 Freeway North, hoping to beat rush-hour traffic. We
were glad to discover the extra passing power the combination
powertrain offered, making it easy to work our way over to the left
lane.
The Escape stores recaptured energy in a 200-pound battery pack
tucked beneath the cargo load floor. The package contains 250 D-size
nickel-metal hydride cells, much like those you can buy at an
electronics store. When you're talking about a 3627-pound SUV (3792
lb with AWD). That's not all that much battery power, and when
operating in electric-only mode, the Escape will yield perhaps two
to three miles range at no more than 25 mph.
Launching off the stoplight or aiming the SUV up a steep hill, you
may also run out of juice if you push for too long without a chance
to recharge. But we did not experience that potential problem as we
exited the freeway and drove into the hills of rural Topanga
Canyon.
There's no noticeable difference in handling between the Escape
Hybrid and a conventional, in-line four version, despite the added
battery weight in the rear. For an SUV, it's reasonably nimble and
responsive. To further improve mileage, the hybrid adopts an
electric power-steering system. It feels a slight bit less connected
than a hydraulic system, but not enough to object to.
Our biggest complaint is the Hybrid's transmission clatter under
heavy acceleration. It's a continuously-variable transmission which
constantly adjusts gear ratios for maximum efficiency. CVT
technology alone is expected to yield up to a 10-percent increase in
fuel economy for the new 2005 Ford Five Hundred sedan.
Envelope pushed
Our destination was a hillside ranch with an extraordinary view of
greater Los Angeles . The challenge was to weave and bob up a
moderately challenging dirt trail. It proved no match for our AWD
Escape, which should be able to handle all but the worst off-roading
an owner can throw its way.
In general, it was hard to complain about the Hybrid's performance.
The basic Escape has improved significantly since its introduction,
the early version being one of the less refined entries into the
compact ute segment. Today's Ford SUV is quieter and notably better
appointed.
Ford engineers have gone out of the way to make the hybrid
technology as transparent as possible to the typical motorist.
They've even built in a little engine creep, the tendency for the
vehicle to roll forward slowly when you lift your foot off the
brake. Normal with a gasoline engine and automatic transmission, it
had to be programmed into an electric motor.
That said, the hybrid version really doesn't seem to require any
compromises. Except for price, that is. And, unfortunately, that's
one statistic we cannot provide yet. Ford likely won't release that
critical detail until about a month before the Escape HEV goes on
sale. Based on industry trends, we would expect a price tag closer
to that of the V-6 Escape, and likely $2000 to $4000 higher.
So is a hybrid right for you?
Even at current gasoline prices, it'd be hard to fully justify the
likely added cost of the hybrid hardware solely through fuel savings
- unless you intend to put on extremely high mileage or keep the car
for quite some time.
There's also the "feel-good factor," the sense of satisfaction that
comes for some from cutting our ties on foreign fuel supplies, and
reducing the production of global-warming carbon dioxide.
And if you live in suburban Washington, D.C. , you also can smile at
folks stuck in traffic as you legally whiz by in the car pool lanes,
even without a passenger. California is expected to legalize a
similar perk for its diamond lanes.
The long-term success of hybrids like the Escape is anything but
certain. No one knows how the added hardware will last in extended,
tough use. And there are other options appearing, including a new
generation of high-mileage diesels. But if Ford was hoping to hit
the ground running with the Escape Hybrid, it couldn't have done any
better. Today's headlines will only help sell the hybrid ute.
2005 Ford Escape Hybrid
Engine:2.3-liter, 133-hp in-line four engine modified for Atkinson
ignition cycle; mated to 94-hp (70 kW) permanent magnet electric
motor; combined producing peak 155 hp Drivetrain: Continuously
variable transmission (CVT), front- or all-wheel drive Length x
width x height (inches): 174.9 x 70.1 x 70.4 in Wheelbase: 103.1 in
Curb weight: 3627 FWD; 3792 AWD EPA City/Hwy: TBD (est. 35-40 mpg
City, 30 mpg Highway for FWD model) Safety equipment: Driver and
passenger front airbags, anti-lock brakes Major standard equipment:
Tilt steering wheel, air conditioning, AM/FM/CD audio, power
windows, mirrors and door locks, unique instrument cluster,
including battery gauge and message center; video display for hybrid
functions with navigation system optional, unique 5-spoke, 16-inch
alloy wheels and reduced rolling friction tires Warranty: Three
years/36,000 miles; 8 years/100,000 miles battery pack (except in CA
emissions states, 10 years/100,000 miles)
COPYRIGHT © 2003 BY THE CAR CONNECTION TM. ALL RIGHTS RESERVED. THE
CAR CONNECTION IS A TRADEMARK OF DA ACQUISITIONS, INC.
-
=====
' ____
~/__|o\__
'@----- @'---(=
. http://geocities.com/brucedp/
. EV List Editor & RE newswires
. (originator of the above ASCII art)
=====
__________________________________
Do you Yahoo!?
Friends. Fun. Try the all-new Yahoo! Messenger.
http://messenger.yahoo.com/
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Am I crazy for dreaming about building a diesel-electric G-wagen hybrid?
Thinking along the lines of the smaller MZB 4-banger running the front, with
an ACP AC-150 bolted onto the rearend- enough battery to go 20-25 miles EV
only.
What a coincidence! Here's one for sale with no engine!:
http://www.clubgwagen.com/classifieds.php?pageTitle=Vehicle%20For%20Sale%20:
%201984%20280GE&sid=item&id=280
Hmmm...
MarvyMarv
Culver City, CA
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Hi,
I have been researching what fuses to use with a battery management system. The design
is basically a Hart Balancer. Each cell lead will have a fuse as close as possible to
the cell. The fuses should carry 30 amps and never see more than 4.3 volts . The
battery pack voltage could be as high as 420 volts.
Because it might be possible to short full pack voltage, it seems like the fuse needs
to be rated for 420 volts? This would mean something like the Littelfuse KLKD-30 fuse,
rated for 600 dc volts and around $10 each!
Any suggestions for a cheaper solution?
Thanks
Cliff
www.ProEV.com
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--- Begin Message ---
------------------ Virus Warning Message (on castor)
Found virus WORM_NETSKY.W in file document.exe (in product_ev.zip)
The file product_ev.zip is moved to /etc/iscan/virus/virWFAybp9Ca.
---------------------------------------------------------
* LP8.2: HTML/Attachments detected, removed from message *
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Wow! After seeing that, I have to wonder if they have managed to get
any paid users. It almost looks like they read the guidelines for
developing a website....and then went and did the exact opposite.
On Sun, 2004-05-23 at 20:13, Mike Chancey wrote:
> Hi folks,
>
> Does anyone know who is behind the electriccars.com website? They have
> copied an entire page from my maeaa.org website without my permission. Had
> they asked, I might have okayed it as long as I was credited, but I wasn't
> asked so I am very ticked off. Their site is not a free site to share
> info, but a pay site charging $9.95 per year to generate funds for
> somebody. They don't have an email address shown to contact anyone.
>
> Does anyone know who these folks really are?
>
> Very Angry,
>
> Mike Chancey,
> '88 Civic EV
> '95 Solectria Force
> Kansas City, Missouri
> EV List Photo Album at: http://evalbum.com
> My Electric Car at: http://www.geocities.com/electric_honda
> Mid-America EAA chapter at: http://maeaa.org
> Join the EV List at: http://www.madkatz.com/ev/evlist.html
--
+++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
The problem with the world is stupidity. Not saying there should be a
capital punishment for stupidity, but why don't we just take the
safety labels off of everything and let the problem solve itself?
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------------------ Virus Warning Message (on castor)
Found virus VBS_BAGLE.Z in file Document.vbs
The file Document.vbs is moved to /etc/iscan/virus/virMMEVUp9Ca.
---------------------------------------------------------
* LP8.2: HTML/Attachments detected, removed from message *
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Recently on the EVBMS group a fellow from a scooter group posted a message
about some NiMH batteries. They were proposing a group buy of some 10Ah 24V
packs from a manufacturer in China.
> Is anyone interested in consolidating orders for NiMh batterries.
> They are called Prismatic NiMh. The are not heat shrinked cells, but
> come in a single pack- more compact like those shown here
> http://www.gmbattery.com/production/NewProducts.htm
It seems these cells are available in EV sized capacities, such as 12V 80Ah
18Kg modules with discharge rates of up to 6C, or 12V 40Ah 11Kg with 12C
rate. I believe the original poster has pricing on all of the modules. I was
under the impression NiMH of this type were unavailable? Looks like NiMH
might be an alternative after all!
Dean
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Found virus WORM_BAGLE.Z in file Counter_strike.cpl
The file Counter_strike.cpl is moved to /etc/iscan/virus/virNKOzyr9Ca.
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* LP8.2: HTML/Attachments detected, removed from message *
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--- Begin Message ---
Dean Thompson wrote:
Recently on the EVBMS group a fellow from a scooter group posted a message
about some NiMH batteries. They were proposing a group buy of some 10Ah 24V
packs from a manufacturer in China.
Is anyone interested in consolidating orders for NiMh batterries.
They are called Prismatic NiMh. The are not heat shrinked cells, but
come in a single pack- more compact like those shown here
http://www.gmbattery.com/production/NewProducts.htm
It seems these cells are available in EV sized capacities, such as 12V 80Ah
18Kg modules with discharge rates of up to 6C, or 12V 40Ah 11Kg with 12C
rate. I believe the original poster has pricing on all of the modules. I was
under the impression NiMH of this type were unavailable? Looks like NiMH
might be an alternative after all!
Dean
Dean,
I am interested in these, can you put me in contact with this person
from the scooter list?
--
Martin Klingensmith
[2x12v 40Ah would give me incredible range on my ebike!]
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--- Begin Message ---
*grumble* will cost $120+ for the AMPhenol connectors to build my
battery monitor circuit for the pack. $120 for the connectors alone.
Question: The connector I am looking at has 26 20 gauge pins, rated at
7.5 amps each. I'm splitting the pack into two connectors, each carrying
150 volts from two strings. Safety. However can 20 gauge wire handle 3-5
amps over say a 20 foot total run length?
Chris
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Hello to All,
Brian, your new love 'ICE Breaker', sounds like a whole lot of fun.
"Brian D. Hall" wrote:
> Only 25 days left before race day in Somona County, We are still hoping to
> have our new drag car ready and will be doing some testing at the track on
> Wednesday nites.
In a previous post, you mentioned twin 10 inch motors chain driven to each real wheel,
460
lbs. of batteries, and were hoping to keep it under 1800 lbs. With a Z2K and those big
motors, it's bound to be fast! Having a rear wheel drive Chevy Sprint is also, way
cool...big improvement!
I'm curious (in a positive, not negative way), how you come up with that weight figure,
though. The lightest version of the Chevy Sprint weighed about 1780 lbs. as a light,
high
mileage econo car. That's very light indeed, but, it's still about 200 lbs. heavier
than a
Datsun 1200 sedan (1587 lbs.). My lighter-to-start-with 1200 with two smaller and
lighter
8 inch motors, but with a 360 lb. heavier battery pack and a heavy Ford rear end setup,
tips the scales at around 2500 lbs. Figuring your car's initial 200 lbs. extra weight,
plus about 100 more lbs. of motors, puts it at a 300 lb. overage...then, subtract the
360
lb. weight savings in the smaller battery pack and another 125 lbs. for not packing
around
that extra weight of a Ford nine inch over a stock axle, and you end up with a car
that's
185 lbs. lighter, so maybe 2300 lbs.? How do you get it to under 1800 lbs.? Where'd
that
500 lbs. go?
Now, I know and respect your design qualifications, so you must have something going
that
I've missed :-) Are you really gutting it to make it as light as possible? Are your 10
inch motors super light? If it's not secret stuff (I've never subscribed to keeping
racing
stuff secret), I'd love to hear the breakdown on how you shaved so much weight away.
If in
fact, it does comes in at around 1800 lbs., with a better controller and more motor
power,
if we had the same battery power, I think your car would run high 11's! 460 lbs. of
SVR
30's though, are less powerful than 800 lbs. of Exide Orbitals. If you 'could' pull the
same 1400-2500-2500 amps I can suck from an Orbital pack without blowing the batteries,
the voltage sag would be greater with your pack. I don't believe the SVR 30's could
stand
that kind of discharge, though. If you keep the battery current down to safer levels,
say
1500-1800 amps, the car should still be very quick, in the mid 12 second range I'd
suspect...if, it weighs in at 1800-1900 lbs.
I for one, am excited about this car! We need more door slammer EV drag cars on the
strip!
If Brian gets this thing to run 12's, I guess I'll have to finally put the other four
Orbitals in the Zombie to push it up to 288V :-) That still may not be enough to keep
him
at bay, besides, it would put the Zombie back into the SC/A class. I need to erase Rich
Brown's 13.18 record anyway :-)
Brian, will you be calling one of us, maybe Ken from the track with run by run
updates? I
will be looking forward to seeing what ICE Breaker can do!
We may just see a new SC/B champ in this car...I guess it would be Brain's revenge for
me
asking him to change the SC/B record stats at the NEDRA page so many times lately.
See Ya ...John 'Plasma Boy' Wayland
'Plasma Boy Racing...we blow stuff up, so you don't have to!'
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Hey MainFuse-
I used a large CO2 extinguisher for this- I may be able to borrow one
for you if you want-they are fairly inexpensive to re-charge, and the
place where I had it done is in your 'neighborhood"
Call me-
Michael B.
Brian D. Hall wrote:
Only 25 days left before race day in Somona County, We are still hoping to
have our new drag car ready and will be doing some testing at the track on
Wednesday nites.
I'm worried about keeping the com and brushes cool and wonder if anyone can
suggest the best coolant to spray them with. Non-conductive would be a good
start. CO2 ??
Brian D. Hall
[EMAIL PROTECTED]
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--- Begin Message ---
Chris Zach wrote:
> A smashing bonus will be paid if I can figure out how to do this
> with a common cathode or anode dual LED. That would be very cool,
Then use my Batt-Bridge circuit, but with a red/green LED (both red and
green LED chips in the same package, connected back-to-back). Wire it
like this (view with a fixed-width font like Courier New or FixedSys):
_________________________
| D1 | |
| 6.2v _|_/ green > R2
| zener //_\ __|\|__ > 1k
+__|__ | | |/| | >
12v ___ A |___| |___| B
- | | | red | |
| > |__|/|__| _|_/ D2
| R3 > R1 |\| //_\ 6.2v
| 47 > 1k | zener
|__/\/\___|_______________|
The LED is a 2-leaded dual red/green device. These are fairly common,
and look exactly like any other 2-lead LED. Except, the direction of the
current flow determines whether it lights up red or green.
When the battery is at 12.4v (half charged), the voltage at points A and
B will both be 6.2v (relative to battery negative). Since there is no
voltage across the LED, it is off.
When the battery is over 14.8v, point B will still be at 6.2v because of
zener diode D2. Point A will be 6.2v less than the battery voltage,
because of zener D1, or 14.8v-6.2v=8.6v. Therefore, the voltage across
the LED is 8.6v-6.2v = +2.4v. This will light the green LED.
When the battery falls under 10.5v, point B will still be 6.2v due to
D2. Point A will be 10.5v-6.2v = 4.3v. The voltage across the LED is
4.3v-6.2v = -1.9v. This lights the red LED.
R3 is just a 'safety' resistor in case you hook the circuit across the
battery backwards, or let the battery get up to some absurd voltage like
18v.
--
"Never doubt that a small group of committed people can change the
world. Indeed, it's the only thing that ever has!" -- Margaret Meade
--
Lee A. Hart 814 8th Ave N Sartell MN 56377 leeahart_at_earthlink.net
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