EV Digest 4611
Topics covered in this issue include:
1) EVLN(WaveCrest touting it's future)
by bruce parmenter <[EMAIL PROTECTED]>
2) EVLN(Cayman Islands DMV stalls nEV road access)
by bruce parmenter <[EMAIL PROTECTED]>
3) EVLN(Yamaha Electric Motorbike)
by bruce parmenter <[EMAIL PROTECTED]>
4) EVLN(Modified Duel Hybrid Vehicle)
by bruce parmenter <[EMAIL PROTECTED]>
5) EVLN(Georgia Power closing EV program after 13 years)
by bruce parmenter <[EMAIL PROTECTED]>
6) EVLN(California remains a hotbed for EV true believers)-long
by bruce parmenter <[EMAIL PROTECTED]>
7) Re: woodburn
by Ken Trough <[EMAIL PROTECTED]>
8) Re: EVLN(Georgia Power closing EV program after 13 years)
by Sam Harper <[EMAIL PROTECTED]>
9) RE: Plus and Minus Together
by "Bill Dennis" <[EMAIL PROTECTED]>
10) Re: Valence Lithium-ion
by Matthew Trevaskis <[EMAIL PROTECTED]>
11) Re: Zilla Backorders
by Dave Cover <[EMAIL PROTECTED]>
12) Re: Plus and Minus Together
by "Christopher Robison" <[EMAIL PROTECTED]>
13) Re: Plus and Minus Together
by Victor Tikhonov <[EMAIL PROTECTED]>
14) Re: Plus and Minus Together
by Victor Tikhonov <[EMAIL PROTECTED]>
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EVLN(WaveCrest touting it's future)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
http://www.timescommunity.com/site/tab1.cfm?newsid=15046964&BRD=2553&PAG=461&dept_id=506047&rfi=6
Electric car driving the future By Anne Keisman 08/16/2005
WaveCrest Laboratories, a Sterling-based company that specializes
in electric propulsion systems, has developed an electric car
that touts higher efficiency.
Right here in Loudoun, in a nondescript brick building in Dulles,
busy engineers in white lab coats are plotting to change the way
you drive to work, to school and to the grocery store.
The eye-catching product of their experimentation sits in the
parking lot of WaveCrest Laboratories -- a shiny blue EV Roadster
that runs completely by electricity.
Instead of the noisy pistons and gears that normally power the
automobile, the $1 million prototype emits a low hum as it
swiftly accelerates to 60 mph and beyond all without any
exhaust in its wake.
WaveCrest, founded in 2000, has made a name for itself in the
electric propulsion industry. Through cutting-edge research, the
company has created smaller and smaller electric engines that
produce unheard-of levels of energy.
Scientists and engineers have tinkered with electric motors since
the early 1800s, explained Tom McMahon, WaveCrest's vice
president for Communications and Government Affairs. Henry Ford
and Thomas Edison worked together on a model, but Ford decided to
go ahead with the internal combustible engine in his automobile.
At the time, there seemed to be a limitless supply of oil.
Times have changed, and WaveCrest hopes eventually to use its
motors in the new generation of hybrid automobile and double
the gas mileage on those cars. This could mean upward of 100
miles per gallon. Talks with American auto executives have
begun.
"The automobile business runs very slowly, said McMahon. They
are very conservative. They run big factories, they have to
figure out how to retool the factories. ... It's a long
process."
Meanwhile, the Roadster, originally manufactured by
DaimlerChrysler, travels to auto shows and is test-driven by
investors looking to deliver the world from oil-dependency. The
company does not envision all-electric cars hitting the market
anytime soon. Right now, the Roadster can only go 20 miles before
needing to be recharged.
"We are still waiting for that day when we have a battery that
has more capacity than it has right now," said McMahon.
The Roadster is more of a "concept" car, designed to show off
WaveCrest's electric propulsion technology. In future hybrid
cars, the electric motors would still need a small gas engine to
recharge the battery, but would be much smaller than the gas
engines used by current hybrids.
The converted Roadster has two small motors, each attached to the
rear wheels, and electrical components in the trunk of the car.
The car's interior looks almost exactly the same but no fuel
gauge. On the road, the car reaches highway speeds without a
hitch.
WaveCrest is playing around with the idea of inserting a "noise
chip" in the vehicle. Modern ears are trained to recognize the
approach of a car by the rumble and whir of a combustible engine.
The electric car, in comparison, is probably the first car
capable of sneaking up on someone. And for those who dream about
being a NASCAR driver, the sound is irreplaceable.
Though the transition will be tough, McMahon said competition in
the auto industry will push its product forward.
"It's the Japanese automakers that are leap years forward in
electric motor technology versus the American automakers," said
McMahon. "That's why Detroit is interested in what we have to
offer, because it is a way for them to catch up really quickly."
But would the average American ever be able to afford this
technology? Though no estimates are available at this early
stage, WaveCrest thinks their technology could be made without
huge costs increases.
"We're taking so many components out of the car that we are
reducing costs that way. We're also putting in an efficient
technology, so that is also reducing costs," said McMahon.
Discussions with automakers are in the preliminary stages, so
there's no timeline for when this new technology would be
available to the average consumer. But, as research continues,
the company has found commercial success with other electrically
propelled vehicles. It has marketed electric bicycles to the
military, police departments and even to celebrities like actor
John Cusack.
The mining industry has benefited by WaveCrest's electric motors,
as has Thailand, a country that struggles to combat some of the
world's worst pollution. In addition, NASA is testing WaveCrests
motor systems in a robotic rover it's developing for future trips
to the moon and Mars.
To find out more about WaveCrest, visit
http://www.wavecrestlabs.com.
Contact the reporter at [EMAIL PROTECTED] ©Times
Community Newspapers 2005
-
Bruce {EVangel} Parmenter
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EVLN(Cayman Islands DMV stalls nEV road access)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
http://caymannetnews.com/2005/08/902/cars.shtml
Electric cars are legal quandary
Sonny Rhian with his electric car on Little Cayman
Tuesday, August 16, 2005
The Minister for Communications, Works and Infrastructure is to
make a policy statement next week about the licensing of electric
cars in the Cayman Islands.
This is an issue that we have been dealing with for over a year,
said Director of the Vehicle Licensing Department David Dixon.
The problem is not with hybrid cars, of which several have been
licensed and are on the road, but with Low Speed Vehicles
(LSVs).
LSVs, also known as Neighborhood Electric Vehicles (NEV), are
4-wheeled cars that are capable of traveling at a maximum speed
of 20 to 25mph.
They differ from golf cars, which generally have a top speed of
less than 15 miles per hour, and are designed to be used in
residential areas with low-density traffic, and low speed zones.
Under the 2003 Traffic Law, a motor vehicle is defined as any
mechanically propelled vehicle manufactured or adapted for use on
roads.
According to Mr Dixon, it is not clear if vehicles that are
totally electric should be defined as mechanically propelled.
At the same time, under the Traffic Law, dune buggies, beach
buggies and other similar vehicles are not allowed on Cayman
roads, and it is possible that the law could be interpreted to
include LSVs as other similar vehicles.
The problem also lies with their speed and with the fact that
they have an open carriage, which may not qualify them to the
required safety standards, said Mr Dixon. He added that a new
category may be needed for these cars for legal clarification.
There is one LSV on Little Cayman, owned by part-time resident
and property owner, Sonny Rhian, and six more applications from
residents on Grand Cayman to license LSVs.
The electric vehicle already in these Islands has been sitting in
Mr Rhians garage since he brought it to Little Cayman in the
beginning of March 2004. He said it has passed its Cayman vehicle
inspection.
The car is manufactured by Barton Investment Group Manufacturing,
which claims it is a zero emissions electric vehicle. This means
it does not produce any air pollution and is run from pure
electrical charge.
The vehicle consists of a total of eight 6-volt batteries (48
volts total). This DC wound 48-volt motor requires a charging
time of only 10 hours connected to a standard 110-outlet
charger.
The manufacturers further claim that their LSV can travel 75
miles on a full charge. The speed limit throughout Little Cayman
is 25 mph, a law established to protect the healthy population of
iguanas on the Island.
In the Vision 2008 Roundtable discussion for Little Cayman, it
was envisioned that electric cars be encouraged. The trouble with
that is that no government has yet dealt with the legal
implications, said Mr Dixon.
He advised anyone thinking of importing an electric vehicle to
the Islands to consult with his department first.
In most States and in Canada, LSVs can be operated on the roads
where the posted speed limit is 35mph or less. Before 1998, LSVs
were classified as passenger cars in the US, and had to comply
with the Federal motor vehicle safety standards for that vehicle
type. However, compliance with the full range of those standards
was not thought to be feasible for these small vehicles, and the
US Department of Transportations National Highway Traffic Safety
Administration (NHTSA) defined a new category for LSVs.
The new category stipulates safety standards required for LSVs,
including automotive grade headlights, stop lamps, turn signal
lamps, tail-lights, reflex reflectors, parking brakes, rearview
mirrors, seatbelts, windshields, and other safety equipment that
golf cars dont require.
According to the NHTSA, these requirements appropriately address
the safety of low-speed vehicle occupants and other roadway
users, given the sub-25 mph speed capability of these vehicles
and the controlled environments in which they operate.
Hybrid-electric vehicles (HEVs) combine the benefits of gasoline
engines and electric motors to provide improved fuel economy.
The engine provides most of the vehicles power, and the electric
motor provides additional power when needed, such as accelerating
and passing. This allows a smaller, more efficient engine to be
used.
The electric power for the motor is generated from regenerative
braking and from the gasoline, so hybrid vehicles do not need to
be recharged from electrical outlets.
In the US, the IRS offers a tax credit for using electric
vehicles, while in the UK road tax is less than half for electric
than gas vehicles.
-
Bruce {EVangel} Parmenter
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===== Undo Petroleum Everywhere
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EVLN(Yamaha Electric Motorbike)
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informational purposes. Contact publication for reprint rights.]
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http://www.gnet.org/news/newsdetail.cfm?NewsID=28592&image1=2
Yamaha Releases All-Electric Motorbike Japan for Sustainability
TOKYO, Aug. 16, 2005 - Yamaha Motor Co. has released its second
electric vehicle (EV) model, an under-50cc motorbike powered
solely by electricity. The new model is called the "Yamaha
Electric Commuter EC-02."
The EC-02 is equipped with a detachable, rechargeable lithium ion
battery that recharges in about six hours from a domestic
100-volt alternating current power source. Very economical at 16
yen per charge, the EC-02 can travel 25-30 km on open roads in
urban areas.
According to the Life Cycle Assessment (LCA) environmental
assessment formula, using this motorbike reduces emissions of
carbon dioxide by about 57 percent, nitrogen oxide by 88 percent
and sulfur oxide by 80 percent. It is eligible for an electric
vehicle purchase subsidy offered by the Ministry of Economy,
Trade and Industry; the national government will pay up to 50,000
yen to purchasers who apply for the subsidy before they register
the vehicle.
The EC-02 model has the advantage of running entirely on
electricity, which makes it smooth and quiet. By using
innovative, unique technologies for power output control and a
super-slim power unit/battery, Yamaha has built a bike with a
smooth, quiet ride, a soft start and good stability during
medium-speed driving and uphill ascents. The EC-02 is smaller and
lighter than the former model, as it has an aluminum body frame;
this makes it easy to carry or keep indoors by folding up its
wheels. Yamaha hopes that electric motorbikes will become more
popular as consumers become more concerned about environmental
issues.
-
Bruce {EVangel} Parmenter
' ____
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. EV List Editor, RE & AFV newswires
. (originator of the above ASCII art)
===== Undo Petroleum Everywhere
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EVLN(Modified Duel Hybrid Vehicle)
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http://newstodaynet.com/16aug/rf17.htm
Revolutionising engine tech NT Bureau Chennai, Aug 16:
[image http://newstodaynet.com/16aug/14pg3-7.jpg ]
STRIDES IN TECH: B Kranti Pandey, Jose Mathew, Balaji Singh,
Balaji Pandurangan, S Karthikeyan and S Chandrashaker of St
Peter's College with their modified vehicle.
Students of St Peter's Engineering College, Avadi, has developed
a Modified Duel Hybrid Vehicle System (MODHYV), a technology to
reduce the constraints in series and parallel hybrid vehicle
system.
The innovative concept was developed by B Kranti Pandey, Jose
Mathew, Balaji Singh, Balaji Pandurangan, S Karthikeyan and S
Chandrashaker of St Peter's College.
MODHYV has four basic modes of operation - engine mode, power
mode, motor mode, engine/charging mode and regenerative braking
mode. In the engine mode, the engine directly powers the vehicle.
In power mode, the transmission sums the power of engine and
electric motor to drive the vehicle. In motor mode, the electric
motor alone drives the vehicle. In engine/charging mode, it
allows the engine to charge the vehicle batteries and power the
electrical accessories, while simultaneously powering the
vehicle. During braking periods, kinetic energy of the vehicle is
used to charge the batteries and this mode of operation is termed
as regenerative braking mode.
A comparable idea has been incorporated in MODHYV. Here the
generator used in case of series and dual hybrid is eliminated
and it is replaced by motor/generator unit. The motor/generator
unit with the battery power supply propels the vehicle as in the
case of simple electric vehicle. In addition, the time of battery
drain the power from the engine is used to propel the vehicle and
at the same time charges the battery. This combination of
modified mechanical and electrical power source for a vehicle is
termed as Modified Duel Hybrid Vehicle system.
This MODHYV consist of fibre body with safety reinforcement, and
a chassis with all mountings such as engine, motor, steering and
differential. These components are being reused from the market.
The vehicle costs around Rs 80,000.
The advantages of this vehicle are eco- friendly, fuel economy
(20 Kmpl), better performance, good aerodynamic design, and fibre
body with safety reinforcement.
-
Bruce {EVangel} Parmenter
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===== Undo Petroleum Everywhere
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EVLN(Georgia Power closing EV program after 13 years)
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informational purposes. Contact publication for reprint rights.]
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http://www.ajc.com/opinion/content/opinion/0805/16edelectric.html
GUEST COLUMN: ENERGY
Idea of electric cars still merits attention
By BEHERUZ N. SETHNA Published on: 08/16/05
[Beheruz N. Sethna is president of the University of West Georgia
in Carrollton.]
I sometimes compare public reaction to gasoline prices with
public reaction to SAT scores. While experts in both fields worry
daily, the public reacts to SAT scores only on the few days each
year when results come out. People pay attention to gas supplies
and alternative fuels only when prices at the pump soar. We might
do better with a consistent, proactive and strategic stance.
Georgia Power Co. is closing its electric transportation program
after 13 years. This is unfortunate. Since 1992, the utility
company researched and developed electric vehicles and tried to
sell the idea of alternative fuel transportation.
Cost to manufacture the vehicles, lack of infrastructure that
included recharging stations and limited battery range were
issues that helped its demise, said Don Francis, former manager
of the electric vehicle infrastructure product.
Facing those issues, most businesses would have done the same.
Marketing alternative fuels has always been a problem because of
the reactionary nature of our society.
In the late 1970s and early 1980s, as an associate professor at
Clarkson University in New York, I did research on electric cars
with an undergraduate research team and a Department of Energy
grant.
Almost every day from November 1981 through March 1982, I drove
an electric car to work. Living in upstate New York, my daily
route included heavy snowfalls and winter temperatures that
reached 40 below zero. The car performed great under such stark
conditions and my final report to the Department of Energy stated
that it "never failed to start on the first try."
We were able to collect excellent data, which led to design,
marketing and tax recommendations. The cost of electricity was
computed to be 5 cents a mile over the test period.
The heater inside the car consumed gasoline. I paid a total of $2
for that gas for the entire five-month test period. My report to
the Department of Energy included observations on the need for
improved public opinion, more research in battery technology and
a hybrid technology.
What has changed over the years? Hybrid cars using both gas and
electricity are finally available and affordable.
Using old performance data with today's costs of gas and
electricity, rough computations show that at today's prices, it
probably would still take eight to nine years to have an electric
car break even, but those test conditions were very harsh. Even
if the break-even point were four to five years today, a person
would probably buy an electric or hybrid car mainly out of a
sense of responsibility which is not a bad way to proceed.
If gas prices increase further, and the government, realizing the
strategic advantage of consuming less gas, sets aside more money
for research and tax incentives, that break-even point would
decrease significantly.
As the price of gas rises, we see human nature reacting to those
prices and thinking of alternative means of transportation. Being
proactive and having a long-term strategy in place would ensure
acceptance of alternatives like hybrids and electric cars by the
general public.
Research into alternatives and a change in the way we think would
be steps in the right strategic direction. The University of West
Georgia is nationally recognized for its undergraduate research.
As president of UWG, I see opportunities on this campus and
others to delve into the necessary research if resources are made
available. It's a matter of public and governmental will. The
future is truly in our hands.
-
Bruce {EVangel} Parmenter
' ____
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'@----- @'---(=
. http://geocities.com/brucedp/
. EV List Editor, RE & AFV newswires
. (originator of the above ASCII art)
===== Undo Petroleum Everywhere
____________________________________________________
Start your day with Yahoo! - make it your home page
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EVLN(California remains a hotbed for EV true believers)-long
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informational purposes. Contact publication for reprint rights.]
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http://ktla.trb.com/news/local/la-me-ev15aug15%2C0%2C1465668.story?coll=ktla-news-1
Still Plugging Along
To their devotees, electric vehicles remain the wave of the
future. Not as charged up are automakers, who insist that they be
scrapped.
By Eric Bailey Times Staff Writer August 15, 2005
CATHEYS VALLEY, Calif. In a ranch house atop a hillock far, far
from the highway, Dave Raboy and his wife brooded over a looming
loss. It would feel like a death in the family, they figured.
Detroit wanted to crush their truck.
The squat Ford pickup was powered entirely by an electric
battery, a byproduct of California's push for zero-emission
vehicles. But the auto industry had declared electric vehicles a
marketplace loser. Raboy's beloved pickup, and scores of other
leased EVs, faced a date with the scrap yard.
Reluctant to let a perfectly good truck die young, Raboy decided
to take on Detroit.
California remains a hotbed for EV true believers: dentists and
rocket scientists, Hollywood types, photographers and physicists.
They don't for a minute believe they're driving this generation's
Edsel.
When their beloved wheels are threatened, they fight. When they
lose a few to the wrecking yard, they grieve.
After General Motors began crushing its revolutionary EV1 a
couple of years ago, leaseholders held a mock funeral at a Los
Angeles cemetery complete with a rabbi, an electric car shrouded
in black crepe and emotional farewells. "She died before her
time," intoned one mourner.
Devotees go undercover to track down death row EVs. They chase
freight trucks loaded with cars headed to the scrap heap. One
flew an airplane over a desert wrecking yard, snapping photos of
flattened steel corpses in hopes of shaming automakers into
offering reprieves for others.
"We want to keep the last remaining cars on the road," Raboy
said. "We want to show people there was once a choice and there
could be again."
All-electric cars got a boost in 1990 with the state's quest for
zero-emission vehicles. But production never took off, and the
auto industry blamed real-world liabilities, such as 100-mile
range limits and the need to plug in for hours at a time.
"We simply could not afford to lose any more money on a product
that appealed to such a small number of people," said Dave
Barthmuss, a GM spokesman. GM reported losing $1 billion on EVs
before the company, like every other big automaker, halted
production.
The first EV drivers "early adopters," the industry calls them
considered their electric cars "almost members of their
family," Barthmuss said. But there was a downside to that
embrace, he added. "Like any member of the family, they managed
to ignore the faults."
EV buffs look at a different past in the rear-view mirror. They
believe Detroit and Japan never gave EVs a chance, refusing to
market the newfangled vehicles aggressively. Auto executives
publicly grumbled about the cars, then sued the state and lobbied
to thwart the zero-emission campaign.
The state repealed the mandate in 2003. Rather than look to EVs
to combat pollution, California decided to promote cleaner gas
engines and electric-gas hybrids, with hydrogen fuel cells a
long-range solution to smoggy skies.
Nearly all of the automakers began collecting their electric cars
after leases expired very few of their EVs were ever sold and
sending them to the crusher by the hundreds.
They said they had no choice. As the vehicles aged, they
predicted, problems would crop up with scarce parts, service
difficulties and safety liabilities.
The result has been the automotive equivalent of extinction.
GM's EV1 is a virtual museum piece. The Honda EV+ is kaput.
Nissan's Altra EV is an endangered species. Activists have
managed to save some cars and trucks, but not before Toyota
scrapped hundreds of RAV4 EVs.
At most, 1,500 EVs built by major automakers survive nationwide,
most of them in California. But EV aficionados carry on like the
French Underground. They refuse to give up.
Raboy, a tight end in his college days at Humboldt State, has
helped lead the comeback.
Though a self-admitted "greenie," Raboy never figured he'd land
at the front of a demonstration: "I played football. I own a gun.
I like to eat meat."
Ford, he said, gave him little choice but to fight. After
wrangling for most of 2004 over his truck's fate, in November the
company sent a letter threatening to repossess the pickup. Raboy
knew the clock was ticking.
So shortly after the end of the New Year's bowl season, Raboy
tried his own Hail Mary. With his wife and a few dozen other true
believers, the 34-year-old software consultant mounted a protest,
unfurling banners ("Declare Independence from Oil" and "Save
Dave's Truck") and camping out over a frigid week in January
outside a Sacramento Ford dealership.
He found plenty of allies on the streets of Sacramento.
There was Marc Geller, a San Francisco photographer who helped
save the last of Ford's TH!NK city cars, a zippy two-seat EV.
Geller helped spur a domino effect that ended with Greenpeace
activists commandeering the roof of Ford's Norwegian
headquarters, the birthplace of the TH!NK. The issue hit the
papers, stoking national pride. Ford agreed last year to spare
nearly 300 of the little cars.
Raboy also connected with Chelsea Sexton, famous in EV circles as
a GM whistle-blower.
After the company declared the EV1 a failure in 2000, Sexton
revealed that she and other electric-vehicle specialists laid off
by the automaker had compiled a waiting list with 5,000 names. GM
contends the list had just 50 customers willing to sign a lease.
This past spring, Sexton joined a monthlong vigil at a GM
facility in Burbank, home to 78 mothballed electric cars. The
protest concluded in March with the arrest of former "Baywatch"
actress Alexandra Paul, who tried to block freight trucks hauling
off the last of the EVs.
As the big rigs chugged off, Sexton jumped into her Saturn and
went after them. The chase stretched across the Mojave Desert. At
the Arizona border, a state trooper stopped her. Sexton, 29, said
she quickly learned why: The trucker had felt endangered "by this
girl in her Saturn."
Raboy's own Sacramento protest ended far more happily.
On Day 8, Ford waved the white flag, offering to sell its last
few electric Rangers to Raboy and other leaseholders for $1
each.
Activists celebrated with a parade of EV cars and trucks around
the state Capitol. They grilled beef and tofu hot dogs at a
downtown park. Leftovers went to the homeless.
What binds the last of the EV drivers are heavy doses of
frustration, a leftward tilt on environmental issues and an
unabashed love for the vehicles.
Raboy and his wife, Heather Bernikoff, live on a 160-acre ranch
in the foothills of Mariposa County. Green grass waves across
hills dotted with cattle. The Ranger sits out back, just off the
laundry room, the better to tap a 220-volt washing-machine
outlet.
The couple use the pickup bearing the license plate PLUGNGO
for chores, grocery runs and hauling things around the ranch.
Raboy loves the surprising acceleration and the freedom from oil
changes and most mechanical glitches.
Down the hill, facing the sunny south, cobalt-blue solar panels
provide almost all the juice needed to run the truck, Raboy said.
"We mostly farm photons."
Activists say that rising oil prices will help renew interest in
EVs, which can tap electricity produced from domestic sources,
such as natural gas, wind and solar.
One way to revive the EV, they say, is to plug into the growing
popularity of hybrid cars. Literally.
A typical gasoline-electric hybrid combines a small internal
combustion engine with an electric motor that helps increase gas
mileage. EV activists think hybrids are fine but can be improved.
They're prodding automakers to add a bigger battery, beefier
motors and a 110-volt plug. By plugging in each night, they say,
owners can dramatically extend the car's electric range.
Proponents have engineered a plug-in version of Toyota's
hot-selling Prius hybrid that they say boosts performance to 100
miles per gallon. (After long denying much interest in the
concept, Toyota recently confirmed that it is considering the
possibility of adding an optional plug to its hybrid fleet.) The
long-range payoff, as EV adherents see it, is to create a
marketplace willing to replace the pump with the plug, reopening
the door for battery electric cars.
Automakers remain dubious. Inexpensive, long-range batteries
remain a thing of the future, they say, and the U.S. electric
supply is both fragile and polluting, a "dirty grid" powered
largely by coal.
"In my mind," said Bill Reinert, Toyota's U.S. advanced
technology chief, "that's just like a longer tailpipe."
But some regions, such as California, have a more environmentally
friendly electricity mix, and "it's easier to clean up a single
plant than a million tailpipes," said Santa Monica EV activist
Paul Scott.
Scott, an executive with a Hollywood visual effects firm, has
done his part to keep EVs on the road. This past spring, he and
Geller helped launch DontCrush.com, a nexus of Internet and
street-corner activism, to fight Toyota's plans to flatten RAV4
EVs returning from lease.
They coaxed protest letters from government leaders including
the state's EPA chief and environmental groups. They also
protested at busy Toyota dealerships around Southern California.
A few weeks ago, Toyota backed down, agreeing in principle to
sell or lease anew its last 500 electric SUVs.
"We took the temperature of the customer base," said Toyota
spokeswoman Cindy Knight. "People are passionate about these
vehicles."
That's certainly true of Linda Nicholes, the 59-year-old poster
girl on DontCrush.com's website. She expresses delight in knowing
that her beloved car, a RAV4 EV she named Electra, will live to
drive another day.
"It's so far past a car," Nicholes said as she zipped down the
carpool lane on Orange County's 55 Freeway. She feels "empowered"
by the pollution-free peace and quiet of every mile she and
Electra clock together (40,000 and counting). "It's like a
futuristic George Jetson experience."
EV devotees see a changed world war in the Middle East, rising
pump prices, flagging SUV sales. Even some experts see a possible
rebirth of the electric vehicle.
A mass-market shift to hydrogen fuel cells in cars is not
expected until 2025 at the earliest. There may be "a window of
opportunity for battery electric vehicles to come back," said Tim
Lipman, a research engineer at UC Berkeley's Institute of
Transportation Studies.
A National Academy of Sciences panel added its voice,
recommending in an Aug. 3 report that automakers look anew at EVs
and devote more research to high-energy batteries.
Few expect Detroit to start a stampede. The only auto
manufacturer talking about mass-manufacturing an electric car is
Mitsubishi Motors, but that tiny vehicle is set for sale only in
Japan, and not until 2010.
Raboy, unfazed, is taking his truck on the road.
He plans to spend days off hitting classic car shows and similar
gatherings anywhere an audience might be found for his message
of energy independence and smog-free skies.
On July 4, Raboy and truck hit the Independence Day parade just
down the hill in Merced.
"It's a patriotic act," Raboy said.
"I'm driving on energy made right here in the USA."
Copyright © 2005, The Los Angeles Times
-
Bruce {EVangel} Parmenter
' ____
~/__|o\__
'@----- @'---(=
. http://geocities.com/brucedp/
. EV List Editor, RE & AFV newswires
. (originator of the above ASCII art)
===== Undo Petroleum Everywhere
__________________________________________________
Do You Yahoo!?
Tired of spam? Yahoo! Mail has the best spam protection around
http://mail.yahoo.com
--- End Message ---
--- Begin Message ---
The Woodburn drags are Sep 4th (Sunday)
The John Wayland Invitational is the Friday before (Sep 2nd)
My assistant and I will be attending both events and covering them for
my sites. I am glad to finally be in a position to be a sponsor of the
NEDRA Nationals! That is so darn cool. More people need to sponsor this
fine organization.
Since one event is Friday night and one is Sunday, that means we'll be
bumming around Portland on Saturday, most likely. Were probably not
going to be the only ones.
Should we try to organize an informal EV get together for Saturday in
Portland? Is there anyone local who wants to host a BBQ or something? I
figure Wayland will be busy repairing or re-tuning his rides after
Friday night's runs, so he probably doesn't need a bunch of distractions
at his place.
Thoughts? Ideas?
-Ken Trough
Admin - V is for Voltage Magazine
http://visforvoltage.com
AIM - ktrough
FAX/voice message - 206-339-VOLT (8658)
--- End Message ---
--- Begin Message ---
So who do I contact about purchasing one these vehicles?
Sincerely,
Sam Harper
bruce parmenter wrote:
EVLN(Georgia Power closing EV program after 13 years)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
http://www.ajc.com/opinion/content/opinion/0805/16edelectric.html
GUEST COLUMN: ENERGY
Idea of electric cars still merits attention
By BEHERUZ N. SETHNA Published on: 08/16/05
[Beheruz N. Sethna is president of the University of West Georgia
in Carrollton.]
I sometimes compare public reaction to gasoline prices with
public reaction to SAT scores. While experts in both fields worry
daily, the public reacts to SAT scores only on the few days each
year when results come out. People pay attention to gas supplies
and alternative fuels only when prices at the pump soar. We might
do better with a consistent, proactive and strategic stance.
Georgia Power Co. is closing its electric transportation program
after 13 years. This is unfortunate. Since 1992, the utility
company researched and developed electric vehicles and tried to
sell the idea of alternative fuel transportation.
Cost to manufacture the vehicles, lack of infrastructure that
included recharging stations and limited battery range were
issues that helped its demise, said Don Francis, former manager
of the electric vehicle infrastructure product.
Facing those issues, most businesses would have done the same.
Marketing alternative fuels has always been a problem because of
the reactionary nature of our society.
In the late 1970s and early 1980s, as an associate professor at
Clarkson University in New York, I did research on electric cars
with an undergraduate research team and a Department of Energy
grant.
Almost every day from November 1981 through March 1982, I drove
an electric car to work. Living in upstate New York, my daily
route included heavy snowfalls and winter temperatures that
reached 40 below zero. The car performed great under such stark
conditions and my final report to the Department of Energy stated
that it "never failed to start on the first try."
We were able to collect excellent data, which led to design,
marketing and tax recommendations. The cost of electricity was
computed to be 5 cents a mile over the test period.
The heater inside the car consumed gasoline. I paid a total of $2
for that gas for the entire five-month test period. My report to
the Department of Energy included observations on the need for
improved public opinion, more research in battery technology and
a hybrid technology.
What has changed over the years? Hybrid cars using both gas and
electricity are finally available and affordable.
Using old performance data with today's costs of gas and
electricity, rough computations show that at today's prices, it
probably would still take eight to nine years to have an electric
car break even, but those test conditions were very harsh. Even
if the break-even point were four to five years today, a person
would probably buy an electric or hybrid car mainly out of a
sense of responsibility — which is not a bad way to proceed.
If gas prices increase further, and the government, realizing the
strategic advantage of consuming less gas, sets aside more money
for research and tax incentives, that break-even point would
decrease significantly.
As the price of gas rises, we see human nature reacting to those
prices and thinking of alternative means of transportation. Being
proactive and having a long-term strategy in place would ensure
acceptance of alternatives like hybrids and electric cars by the
general public.
Research into alternatives and a change in the way we think would
be steps in the right strategic direction. The University of West
Georgia is nationally recognized for its undergraduate research.
As president of UWG, I see opportunities on this campus and
others to delve into the necessary research if resources are made
available. It's a matter of public and governmental will. The
future is truly in our hands.
-
Bruce {EVangel} Parmenter
' ____
~/__|o\__
'@----- @'---(=
. http://geocities.com/brucedp/
. EV List Editor, RE & AFV newswires
. (originator of the above ASCII art)
===== Undo Petroleum Everywhere
____________________________________________________
Start your day with Yahoo! - make it your home page
http://www.yahoo.com/r/hs
--- End Message ---
--- Begin Message ---
This leads me to a second, related question. I've been designing my battery
boxes so that the + and - cables connect at opposite ends of the box, in
order to avoid having two cells next to each other that were at far
different voltages. Does that make sense, or should the + and - cables exit
the box on adjacent cells so that they're close to each other? Thanks.
Bill Dennis
-----Original Message-----
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED] On
Behalf Of [EMAIL PROTECTED]
Sent: Monday, August 22, 2005 2:58 PM
To: ev@listproc.sjsu.edu
Subject: Re: Plus and Minus Together
If you run the power cables on opposite sides of the car it creates a
large electromagnet. Thus, when driving down the road you will be picking
up man hole covers. That really hurts the performance. Think of all the
added weight you're picking up. Keep them close together.
John :)
-----------------------------------------------------
<snip> <snip>
. Anytime power wires carrying the same current
> in
> opposite directions are not in close proximity, they form a loop. A
> loop is very much like an antenna and it transmits unwanted
> electrical
> noise.
> Signal wires should also be run in sets. It is best to keep all the
> wires for a given circuit in a tight bundle."
>
--- End Message ---
--- Begin Message ---
Michaela,
You can buy Saft ni-cads pre-assembled in "crates" of 18V, 24V, 36V etc.
with the plumbing and interconnects etc. as used in Peugeot and Citroen EVs
(from the vehicle dealership parts counters) but they are hideously
expensive compared to buying the individual batteries direct! Trying to
think of a superlative to express how expensive they'll be once you factor
in shipping across the pond!
The crates are not available separately, at least in the UK - I've checked.
I was told that Saft could not sell me the crates directly since they were
made for Peugeot/Citroen :-(
Maybe in NA there wouldn't be the contractual problem? Worth asking the
Saft America/Canada contact if you're asking about the STM blocks anyway?
Charger from Brusa as Evan says... Add a coolant pump and a radiator and
you're there!
Matt
> From: "Michaela Merz" <[EMAIL PROTECTED]>
> Date: Mon, 22 Aug 2005 09:31:57 -0500 (CDT)
> To: ev@listproc.sjsu.edu
> Subject: Re: Valence Lithium-ion
>
>
> Hey Jerry and all
>
>> How about instead, buy Ni-cads that while are not as high
>> cap as Li-ions, do about 2x range vs lead/weight in real
>> life, are very robust and have 20+ yr lives!! And they
>> cost 1/4 or so of Valance Li-ion's. And they don't need
>> regs on each batt and can use a much more simple batt
>> charger. They also don't lose cap when cold. In a custom
>> built as an EV car done right, they could get you a 200
>> mile range if done correctly.
>
> Ok - no problem. Is there anybody on the list who would be able to design,
> build and manufacture a set of nicads (including thermal management and
> charging) so that i.e. I would be able to use it in my new conversion?
>
> mm.
>
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--- Begin Message ---
Otmar <[EMAIL PROTECTED]> wrote:
>>Is it true there is like a 2 months backorder or wait time for the
>>1k Zilla Controllers ?
>Yes, it is true.
And it's well worth the wait!
>I hand build every Zilla and usually have a good idea where they are.
>I don't know anyone who has stock. Just a couple weeks ago, for the
>first time in a year I had factory stock on six units, but within a
>week they sold out.
It's always great news when a good vendor is busy. We need to support each
other to keep EV's going. I've noticed a number of new people introducing
themselves to the list lately. Let's hope this is a trend. It's most likely a
reaction to the cost of fuel, but let's use the momentum to our advantage.
The more EVs out there, the more interest from new people which leads to more
projects started which leads to more sales for vendors which leads to even
better products which leads to more EVs......
Now if we could just get a LiIon vendor in the loop.
I'm one adapter plate away from having all the parts, and that will be here
soon (I hope.) Driving an EV this fall? Maybe.
Dave Cover
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--- Begin Message ---
Actually, the problem is much more serious. Look beyond your own
performance degradation and see the larger social problem. If you are
using a Zilla controller, then your car will pick up a manhole cover and
then let it fall back to the ground, repeatedly, at 15.7KHz. The resulting
damage to the road surface and the manhole cover (not to mention the
ear-shattering noise) would not be the best impression for an EV to leave.
Please, think of the road crews.
--chris
[EMAIL PROTECTED] said:
> If you run the power cables on opposite sides of the car it creates a
> large electromagnet. Thus, when driving down the road you will be picking
> up man hole covers. That really hurts the performance. Think of all the
> added weight you're picking up. Keep them close together.
> John :)
> -----------------------------------------------------
> <snip> <snip>
> . Anytime power wires carrying the same current
>> in
>> opposite directions are not in close proximity, they form a loop. A
>> loop is very much like an antenna and it transmits unwanted
>> electrical
>> noise.
>> Signal wires should also be run in sets. It is best to keep all the
>> wires for a given circuit in a tight bundle."
>>
>
>
--- End Message ---
--- Begin Message ---
Provided you have enough distance so it won't arc over (I assume
this is the case), it makes no difference.
Bill Dennis wrote:
This leads me to a second, related question. I've been designing my battery
boxes so that the + and - cables connect at opposite ends of the box, in
order to avoid having two cells next to each other that were at far
different voltages. Does that make sense, or should the + and - cables exit
the box on adjacent cells so that they're close to each other? Thanks.
Bill Dennis
--
Victor
'91 ACRX - something different
--- End Message ---
--- Begin Message ---
That's with Zilla. Siemens AC system isn't *that* bad - it will drop
covers at only 6 kHz repeat rate. Apparently germans thought out this
one too. THe problem is now you can hear it.
Victor
Christopher Robison wrote:
Actually, the problem is much more serious. Look beyond your own
performance degradation and see the larger social problem. If you are
using a Zilla controller, then your car will pick up a manhole cover and
then let it fall back to the ground, repeatedly, at 15.7KHz. The resulting
damage to the road surface and the manhole cover (not to mention the
ear-shattering noise) would not be the best impression for an EV to leave.
Please, think of the road crews.
--chris
--- End Message ---
