EV Digest 5245
Topics covered in this issue include:
1) EVLN(The Yazaki connection)
by bruce parmenter <[EMAIL PROTECTED]>
2) EVLN(%Don't Want No Stinkn GEMs in Pennsylvania%)-Long
by bruce parmenter <[EMAIL PROTECTED]>
3) EVLN(Vectrix: 50 mph in 6.8 sec, top speed 62 mph)-Long
by bruce parmenter <[EMAIL PROTECTED]>
4) EVLN(David Vanderwall's 1932 Ford Roadster 'Golf Car')
by bruce parmenter <[EMAIL PROTECTED]>
5) Re: VW Beetle Conversion, Any Major Problem?
by [EMAIL PROTECTED] (Dana Havranek)
6) EVLN(George Clooney's EV: 0 to 60 in 4 secs)
by bruce parmenter <[EMAIL PROTECTED]>
7) Power-Sonic Battery Insides
by David Brandt <[EMAIL PROTECTED]>
8) RE: Titling EV issue
by "Dave Davidson" <[EMAIL PROTECTED]>
9) Re: Titling EV issue
by Ricky Suiter <[EMAIL PROTECTED]>
10) Re: Fw:Suspensions. WAS , New electric motocross bike by Electricross,
More Stuff.
by "jerryd" <[EMAIL PROTECTED]>
11) Find owner of electric dunebuggy seen in Abilene Texas in the >1980s
by DM3 <[EMAIL PROTECTED]>
12) Re: Meta Bus (Was bizarre...)
by kluge <[EMAIL PROTECTED]>
13) Several motors on e-bay
by [EMAIL PROTECTED]
14) RE: 4wd question when using two motors?
by "James Sullivan" <[EMAIL PROTECTED]>
15) Re: Fw: EV Photo Album Upgrade
by Jeff Shanab <[EMAIL PROTECTED]>
16) Re: needing a transmission (Tercel)
by David Dymaxion <[EMAIL PROTECTED]>
17) Re: When to charge
by "jmygann" <[EMAIL PROTECTED]>
--- Begin Message ---
EVLN(The Yazaki connection)
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
http://www.prnewswire.com/cgi-bin/stories.pl?ACCT=104&STORY=/www/story/01-09-2006/0004245232&EDATE=&EDATE=
CANTON, Mich., Jan. 9 /PRNewswire/ -- Yazaki North America, Inc.
a leading supplier of vehicle power and data solutions to the
automotive industry, announced today that it has completed the
first two phases of its three-phase plan to transfer its
high-voltage engineering and manufacturing capabilities
operations from Japan to North America.
"We're extremely pleased with the progress we've made, completing
phase one and two of the transfer ahead of our scheduled
timeframe," said George Perry, president and CEO, Yazaki North
America, Inc. "At this pace, we're well on our way to developing
a strong local capability to provide quality, cost-effective
high-voltage products and technologies to our customers in North
America."
Yazaki is well positioned in the high-voltage field in Japan and
has been developing components to support electric drive
technologies for more than 10 years. However, the transfer
allows the company to build on their leadership position in the
rapidly growing hybrid electric vehicle (HEV), high-voltage
connection systems and components business in the United States
(its high- voltage products are used on all hybrid electric
vehicles sold in North America).
Phase one of the transfer involved Yazaki North America
dispatching a team of engineers, led by High Voltage Cables &
Systems Vice President Kevin Pimlott, to Japan for a year to work
directly with their Japanese counterparts, learning best
practices and processes as they master engineering and
manufacturing disciplines in order to bring the necessary skill
sets back to North America.
The completion of the second phase means that Yazaki has moved
the manufacturing of high-voltage cables to a facility in North
America. At the completion of the third and final phase of the
transfer, Yazaki will have established sufficient subsystem
manufacturing and engineering capabilities to produce their full
range of high voltage products in North America. This full range
of products includes cable and connector systems, power
distribution modules, and complimentary devices that may be
integrated into hybrid architectures.
North American OEMs will not, however, have to wait until the
transition is complete before they can count on Yazaki to deliver
products and technology. Throughout the entire transition
period, Yazaki will continue to respond to customer requests by
engaging the necessary resources from its global company.
Phase three of the transfer is underway and will be completed
over the next two years.
Yazaki Corporation is a global leader in the research,
development and delivery of vehicle power and data solutions, as
well as advanced electronic technologies for vehicle
applications. Yazaki produces electrical distribution systems,
fiber optics, instrumentation, solid-state power centers,
connection systems and electronics. Worldwide, the company
employs over 150,000 people in 37 countries, 1,500 of whom are
based in the company's North American headquarters and research
center campus in Canton, Michigan. For more information on
Yazaki, log onto http://www.yazaki-na.com . SOURCE Yazaki North
America, Inc.
Copyright © 1996-2006 PR Newswire Association LLC. All Rights
Reserved. A United Business Media company.
-
Bruce {EVangel} Parmenter
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--- Begin Message ---
EVLN(%Don't Want No Stinkn GEMs in Pennsylvania%)-Long
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--- {EVangel}
http://www.phillyburbs.com/pb-dyn/news/147-01042006-592640.html
Pa. electric car bill is getting some gas
By JODI SPIEGEL ARTHUR Bucks County Courier Times
In 36 states, commuters tired of high gas prices can turn to
small, electric-powered cars for short trips on roadways with low
speed limits.
Not in Pennsylvania.
The almost silent, emission-free Neighborhood Electric Vehicles,
as they're legally known, are illegal on public roads in the
Keystone State.
State Sen. Stewart Greenleaf, of Willow Grove, wants to change
that. He's the main sponsor of a Senate bill that would allow the
vehicles on roads with speed limits of 35 mph or less.
"We have to change the driving habits of the American public, and
one of the ways of doing it is allowing these vehicles,"
Greenleaf said.
His bill and a House version are both in committee.
The Global Electric Motorcar, a DaimlerChrysler vehicle that
looks like a colorful, bubble-shaped golf cart, is one kind of
electric car. Sold locally at Knopf Dodge in Lower Gwynedd, the
no-frills white and bright red, green, yellow or blue GEMs come
in two- or four-seat models.
They can be plugged into a regular 110-volt household current and
fully charged in eight hours. The cars cost between $7,000 and
$9,000, plus $750 in destination charges and taxes. Options can
push the price higher.
Several other companies make electric cars as well. Greenleaf
said he looked into the idea of allowing electric cars on public
roads after a friend who's an attorney for Knopf brought up the
subject.
"It sounded like a great idea," Greenleaf said. "I think public
opinion is generally there for something like this."
Eric Cheung, a senior attorney for the Delaware Valley Clean Air
Council in Philadelphia, said he hadn't seen Greenleaf's
legislation, but his organization promotes the use of alternative
fuels.
Electric cars would be a great solution, depending on how the
electricity that powers them is produced, Cheung said. Electric
cars running on electricity generated by wind power, for example,
would be a totally clean form of transportation.
Not everyone is happy with Greenleaf's bill.
"We have some concerns about the use of the vehicles as this
legislation is written," said Jack Lewis, a spokesman for the
Pennsylvania State Police. "We will be talking to the sponsor and
expressing our concerns and may be working something out."
The main concern, Lewis said, is that the fact that most electric
cars, which weigh between 1,078 pounds and 1,271 pounds without
passengers and cargo, can't travel faster than 25 mph. A
secondary concern is that strong winds might blow them off the
road, he said.
Tony Satterthwaite, general manager of Knopf Dodge, said, "In a
collision, you are at a disadvantage, much like you would be on a
motorcycle or a bike or a smaller vehicle."
That, he said, is one of the reasons electric cars would be
restricted to lower speed roads. GEM doesn't have statistical
data on how well electric cars hold up in collisions.
Satterthwaite said the self-contained housing and shopping
communities, golf course communities and boroughs would be ideal
for electric cars because they have lower speed limits. Lewis
said they might be best suited for gated communities.
PennDOT is "pretty much on the same page with the state police,"
spokesman Ed Myslewicz said.
Jodi Spiegel Arthur can be reached at 215-957-8148 or
[EMAIL PROTECTED]
===
http://www.mcall.com/news/columnists/all-b1_2dinkyjan05,0,7298863.column?coll=all-randomcolumnistsnews-misc
January 5, 2006 Dinky electric car bill does not appeal to
wimps
In a scene from the Albert Brooks movie ''Lost in America,''
Brooks' character is driving on the open road in a recreational
vehicle when he sees a guy on a motorcycle.
In a show of support for the biker's free-spirited lifestyle,
Brooks gives the thumbs-up. But Brooks' yuppie-type character is
far from the biker type and the biker raises a different digit in
response.
Brooks is really just an admiring observer.
Admiring observer is a position I have staked out when it comes
to legislation by state Sen. Stewart Greenleaf, R-Montgomery, to
allow small, slow, electric-powered cars also known as
low-speed vehicles on some Pennsylvania roads.
If the legislation becomes law, I'll be appreciative of the
environmentally conscious, resource-conserving people who cram
themselves into these little vehicles. But you won't see me in
one of them.
I am all for conserving. In fact, I recently lamented the North
Penn School District's decision to stop washing and reusing
plastic lunch utensils and throw them out each day instead. In
fact, I wash and reuse plastic utensils at home.
But a tiny electric car?
That's going too far.
The vehicles Greenleaf is touting aren't hybrids, which run on a
combination of gasoline and battery power and are becoming larger
as well-known models, even some SUVs, go hybrid.
Greenleaf is touting hard-core, 100 percent battery-powered
vehicles. One model, manufactured by Global Electric Motorcars
LLC, a division of DaimlerChrysler, weighs 1,271 pounds and, as
far as I can tell from the company's Web site, is missing doors.
A Toyota Corolla, which is a compact car, weighs 2,615 pounds by
comparison. Imagine being intimidated by a Toyota Corolla on your
tail.
Greenleaf's bill, to be fair, would restrict the cars from using
roads where the speed limit is higher than 35 mph, according to a
recent newspaper story. That is a good thing, because the
low-speed vehicles can only go 25. Greenleaf's legislation,
basically, would let the little cars be used for errands not too
far from home.
But you can't get very far these days sometimes you can't even
get out of your own neighborhood without at least crossing one
street where drivers are really flying. The speed limit might be
35, but cars are going faster.
My wimp sense is tingling just thinking about it.
I know size doesn't mean everything when it comes to highway
safety. A report just came out Tuesday saying SUVs aren't
necessarily safer for kids to ride in than cars because the
tendency of SUVs to roll over cancels out the added safety you're
getting with the relative sturdiness of SUVs in crashes with
smaller vehicles.
But I didn't see anything about the study saying that tiny
electric cars are just as safe as normal-sized ones.
For me to feel comfortable in a dinky car, Greenleaf would need
to get DLC (dinky little car) legislation passed that not only
allows dinky little cars on the road, but mandates that everyone
drive a DLC. If everyone drives a DLC, fine, I'll drive one, too.
It would all be so zany, everyone driving around in brightly
colored, futuristic tiny cars.
If Greenleaf's legislation does pass, and I happen to see you
driving around in your DLC, I will be sure to honk my horn and
give you a thumbs-up to show my admiration and support.
If you are disgusted by the sight of me a man who would like to
help out by conserving energy but is too safety-conscious to do
something about it in this case and you happen to respond to my
thumbs-up with a different digit aloft, I will understand.
But remember: I do reuse my plastic utensils. Doesn't that count
for something?
===
http://greenleaf.pasenategop.com/legs.html
[...]
Current Legislation
[...]
-- Senate Bill 924 - Neighborhood Electric Vehicles - Provides
for the operation of neighborhood electric vehicles on certain
highways or roadways in the Commonwealth. (Currently in Senate
Transportation Commitee)
[...]
-
Bruce {EVangel} Parmenter
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--- Begin Message ---
EVLN(Vectrix: 50 mph in 6.8 sec, top speed 62 mph)-Long
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--- {EVangel}
http://www.nwherald.com/BusinessSection/345520743802586.php
>From The Northwest Herald
Creating a more powerful way to scoot to the office
By TIMOTHY C. BARMANN The Providence Journal
NEW BEDFORD, Mass. It is called a scooter, but it hardly looks
like one.
This hefty but stylish two-wheeled machine with its sleek,
geometric design easily could pass for a fancy motorcycle.
But the similarities end with appearance.
This marvel runs on electricity, can accelerate to 50 mph in 6.8
seconds, and has a top speed of 62 mph.
The scooter is being developed by Vectrix, a Newport, R.I.-based
start-up company that has been working to bring the vehicle to
market since the company was founded in 1997.
"Scooter is a word that I hate to use because it has a kids-toy
connotation in this country," said Jim Plagenhoef, Vectrix's
director of sales for North America.
More accurately, it is a "maxi scooter" a class that is bigger,
accelerates faster, and travels farther than lighter-weight
cousins such as the moped.
Vectrix hopes to find success in the maxi-scooter market by
introducing what the company said is the first of its kind: an
electric-powered version that can outperform similar-sized
gas-powered ones.
The Vectrix runs on a 180-pound battery pack inside the aluminum
frame. It charges by plugging in a cord normally hidden beneath
the seat into a standard electrical outlet. A 21/2-hour charge
is enough to power the vehicle for 68 miles at a cost of about 50
cents, Vectrix said. The machine weighs about 450 pounds.
The company sees the scooter as the ideal way for busy
white-collar executives to commute to work. While that idea might
seem foreign to many Americans, it is a way of life in many
European cities such as Rome and London, said Peter Hughes,
Vectrix vice president of technology.
Vectrix designed this bike from the ground up, rather than
converting an existing gas-powered scooter into one powered by
electricity, he said.
As a result, he said, the Vectrix scooter is unique in several
ways. First, the braking system is designed to recapture some of
the energy lost when slowing down; a flick of the throttle turns
the motor into a generator that recharges the battery, Second,
there is no drive belt or chain; the motor and gearbox are a
single unit mounted on the back wheel, which improves
acceleration.
And it is so quiet that the driver and a passenger can carry on a
conversation on the road.
The bikes are not for sale yet and a retail price has not been
set, but the company is targeting about $7,500.
Vectrix is gearing up to start producing the first bikes in March
in its newly refurbished manufacturing facility in New Bedford,
in an old textile-mill building. The first 50 will be used for
testing and marketing.
Coincidentally, Rhode Island is home to another electric scooter
company, eGO Vehicles, based in Providence. Its small $1,400
electric scooters runs at about 25 mph and travel 25 miles on a
single charge. The company was founded by former employees of
American Power Conversion in South Kingstown, a company that
makes emergency power supplies that keep computers running during
a power failure.
Vectrix was founded by Andrew J. MacGowan, a former senior
executive for Quadrax Corp., a now-defunct Rhode Island company
that once made thermoplastic composite material for the aerospace
industry.
The company was doing contract work on the F-22 fighter jet
project for Lockheed Martin, according to Plagenhoef.
"The Cold War ended, and no one wanted to buy jets any more," he
said.
Lockheed executives directed MacGowan to put the F-22 engineers
to work to develop and build a new product, Plagenhoef said. They
came up with a two-wheeled electric vehicle, and Vectrix was
born.
Lockheed Martin is not connected to the company now, Plagenhoef
said. Vectrix is privately owned, with about 175 shareholders
that include companies, funds and individuals, Hughes said. The
second-largest shareholder is Parker Hannifin Corp., of
Cleveland. That company specializes in, among other things, fuel
cell technology, Hughes said.
Hughes declined to name the other shareholders, saying they do
not want to be identified publicly.
Vectrix now has six employees in Newport, 16 in New Bedford and
about a dozen in Europe.
Bringing the scooter to market has taken eight years, said
Hughes, mainly because raising money from investors has been
difficult.
"After 9/11, it was very difficult to raise venture capital,"
Hughes said. "We couldn't get people's attention."
What did get the attention of investors was the development of
some prototype models of the scooter. Once they see it and ride
it, "they get it," he said.
The company has raised $40 million so far, and that has allowed
it to design and build several prototypes. Vectrix is in the
process of securing another $50 million in investment money,
Hughes said.
Once the production kinks are worked out, the company will shift
focus to its main manufacturing plant in Wroclaw, Poland about
500 miles from the key European market: Italy. Vectrix will have
the capacity to produce 30,000 scooters a year there and is
leasing the space from Parker Hannifin.
Manufacturing is scheduled to resume in New Bedford about 18
months from now with the capacity to build 12,000 vehicles a
year.
Hughes said demand is so strong for scooters in Italy and other
major European countries that Vectrix will sell all the scooters
it can make in the first three or four years of production.
The United States is likely to be a different story, since
scooters and motorcycles usually are not associated with
white-collar commuters.
Rising energy prices might help tip the balance, Plagenhoef said.
Visitors to Vectrix's Web site have been able to reserve a
scooter once they are available for sale.
-
Bruce {EVangel} Parmenter
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--- Begin Message ---
EVLN(David Vanderwall's 1932 Ford Roadster 'Golf Car')
[The Internet Electric Vehicle List News. For Public EV
informational purposes. Contact publication for reprint rights.]
--- {EVangel}
http://www.thevillagesdailysun.com/articles/2005/12/31/villages/villages01.txt
[image
http://www.thevillagesdailysun.com/content/articles/2005/12/31/villages/villages01.jpg
]
David Vanderwall, of The Villages, formerly employed by General
Motors, has made a hobby out of discovering the history of golf
carts. Katie Derksen / Daily Sun
Villages residents have watched golf cars evolve over five
decades By AILEEN McCREADY, DAILY SUN
THE VILLAGES - When Ken Zalecki first started playing golf in the
1970s, he used a pull cart to haul his gear around the course.
Although motorized golf carts had been around since the 1950s,
Zalecki preferred something quieter and perhaps safer, he said.
They were noisy, he said of the early gas-powered golf carts.
The brakes were really touchy. They would lock up very easily,
and they were just ugly-looking, not attractive at all.
He was about 20 years old when he drove his first golf cart, and
even though it had its undesirable traits, it was fun to drive,
he admitted.
At that time, he didn't envision the modern-day golf carts, now
increasingly being referred to as golf cars, which can be custom
made to look and feel like full-size cars, complete with back
seats, front wheel disc brakes and radios.
That's a far cry from the small electric vehicles created by
Merle Williams during World War II. According to information
provided by Villages resident Dave Vanderwall, Williams developed
the first electric golf cart, initially created for his wife to
use for short trips to the grocery store in an effort to conserve
gasoline. It wasn't long before there was a demand for his
electric vehicles from the golfing community. Williams founded
the Marketeer Company, which produced the first electric car
designed for the golf course in 1951.
During the next few years, the golf cart market grew. Pargo,
Harley-Davidson, E-Z-Go, Melex, Taylor-Dunn and Cushman were
among the first golf cart producers. Some were battery-powered,
some gas-powered, and the old-fashioned pull carts were still
available as well. Many of the early models had just three wheels
and would be considered awkward by today's design standards, but
by the 1970s, the variety of sizes and styles had grown.
In the mid-1980s, hot rod enthusiasts began the trend of having
their golf carts modified to resemble classic cars.
Today, golf cart production is still a growing business.
Manufacturers are producing golf cars that are modeled after
high-end cars such as Cadillac Escalades.
Vanderwall owns a golf car designed as a modernized version of
the 1932 Ford Roadster. The 10-foot long golf car includes a
radio, front-wheel brakes and a back seat with an attachment to
secure golf bags.
The original golf carts didn't have all this stuff, said
Vanderwall, who retired from the customer service department of
General Motors.
He actually developed a love for the customized golf carts before
he ever played golf.
They ride just great, he said. They almost ride like a car.
It's fun to drive around and get a reaction from people. It's a
great conversation piece.
Zalecki agreed.
You don't get the kind of exercise you did with the old-time pull
carts, but they're stylish, he said of the custom-made golf
cars. It's like driving a hot rod. It's just fun.
Even the simple pull carts have been modernized in recent years,
with the advent of remote-controlled carts.
A lot of younger athletic people like to use the pull cart
because you get exercise and you don't have to carry your bag,
said Zalecki. I preferred the pull cart because I liked getting
exercise, but when I got a little older, I liked the comfort of
the car.
While modernized hot rod golf cars are increasing in popularity,
there are still golf courses where one can find simpler methods
of carrying golf equipment. The Talamore Golf Club in North
Carolina, for example, offers golfers the chance to use llamas as
caddies.
Aileen McCready is a reporter with the Daily Sun. She can be
reached at 753-1119, ext. 9066, or
[EMAIL PROTECTED]
-
Bruce {EVangel} Parmenter
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--- Begin Message ---
Hi Ed,
I didn't see my reply come up, so I thought I would re-post it.
I haven't run into any major problems and I'm about ready for batteries.
The constraints on the batteries are pretty well established in the New Beetle.
8 behind the rear axle, 4 in front of the rear axle (which can fit nicely under
the rear seat), 4 behind the front bumper and 2 up on the firewall. That's 18
standard size lead acid batteries. 16 of the 18 hang low on the uni-body frame
rails, so the weight is low on the car but the weight also moves back. Very
little room is lost inside the car.
I made up the adaptor plate, spacer and hub. Check in with Mike at Electro
Automotive to see if he has a plate and hub.
He may have one now or you can send him the transaxle. Some of this stuff
probably crosses with the Golf, but can't be sure. If you want to attempt the
plate, I have an accurate template marked on mylar.
Oh, believe it or not, it's quite easy to pull the motor out the top and leave
the transaxle in place if you take the crankshaft pulley off the engine. Just
make sure the transaxle is supported and it's indexed to the car body so it
stays in the same location.
The ADC 9 inch lines up nice with the original motor mount so any way you can
get a hold of the motor and run something up to the original mount will work.
There's a torque arm on the transaxle so you just need to hang the motor.
Once you get past bolting up the motor and the battery boxes, you have to pay
attention to where you mount all the parts, but no major problems to speak of.
In the front, there is only one square tube spanning the engine compartment
that supports a little bit of everything.
See Don Cameron's website on his New Beetle conversion - it's a really great
resource if your considering converting a New Beetle (and also if you want to
brush up on the metric system). The list has been a great resource for me.
I'm not sure where the battery charger will go. The New Beetle is like a 55
gallon drum - you have to isolate anything that vibrates or makes noise or else
you'll end up with something louder than you started with - which - is not
supposed to be case. But considering everything that *could* have gone wrong -
nothing really has.
If you're considering converting a New Beetle, kinda like the car and can make
18 batteries work, I think it makes a really nice conversion. Of course, I
haven't got this thing going yet, so stay tuned.
Good luck and let us know what you decide.
-------------- Original message ----------------------
From: "Edward Ang" <[EMAIL PROTECTED]>
> Dana,
>
> You might know that out Toyota Paseo conversion was total in an accident.
> We've got the settlement from the insurance company and bought back the car.
> Now, we are thinking of transplanting the EV components onto a new Beetle.
>
> You are the only person I could find that has converted a new Beetle using a
> ADC 9" (I have a 9" too). Did you encounter any major problem? Where did
> you get the adaptor plate and the motor mount?
>
> I am sure I will have a lot more questions for you. I won't have time to
> start the conversion until sometime in Aug or Sept.
>
> Thanks.
>
> Ed Ang
> AIR Lab
> (510)673-7602
>
>
--- End Message ---
--- Begin Message ---
EVLN(George Clooney's EV: 0 to 60 in 4 secs)
[The Internet Electric Vehicle List News. For Public EV
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--- {EVangel}
http://www.cantonrep.com/index.php?ID=260878&Category=20
The year of GEORGE CLOONEY
Friday, December 30, 2005 By Joey Berlin Copley News Service
George Clooney is not your everyday superstar. The 44-year-old
Kentucky native never renegotiated his contract on E.R. even
after he was proclaimed by People magazine as the Sexiest Man
Alive. Instead, he just walked away from the hit series to
pursue his movie career.
[...]
Q: Have you tried to decrease your consumption of gasoline? Do
you own a hybrid car?
GC: I have an electric car that goes zero to 60 in four seconds.
Thats as fast as a Porsche Turbo, which is fun. Itll go 150
miles before a charge. Ive always ridden a motorcycle
everywhere. It wasnt about gas, it was because I like riding
motorcycles, although they dont use a lot of gas. But I figured
I cant do a film about oil consumption and corruption and drive
a Bronco. It seems a little ridiculous. So Im learning and
evolving along the way, in terms of my own personal
responsibility toward fuel.
[...]
-
Bruce {EVangel} Parmenter
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As promised, here are the links to the pictures of the inside of the
power-sonic case. Note the ruler on the workbench in the photos. The
underside of the case is shown, and you can see there is a separate
vent for each cell. The intracell jumper positions are clear. These
could easily be tapped into for individual cell monitoring/balancing.
Now if they'd just get us some higher rate batteries...
http://www.davesevs.com/alltogether.JPG
http://www.davesevs.com/topandcase.JPG
http://www.davesevs.com/topandcase.JPG
Oh, the white things are bits of foam under the terminals. Note the
terminal style is one of our standards - the "L" style, and thick, too.
The edges are rounded to allow a SAE terminal to fit, which cuts down
on the width somewhat, but again, it isn't a high rate battery. for
one of those, I think you'd want a bit more contact area.
Enjoy!
Dave Brandt
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--- End Message ---
--- Begin Message ---
Chris,
There should be some way for the guy in CA to sign the title over to you
without actually having to retitle it in CA, which would likely include
paying CA sales tax and a transfer fee, then paying it again in MD. Some
states allow titling without the car being present (I believe Florida is one
of them) so you could get a FL title in your name then transfer it to MD.
There are companies that specialize in getting titles for cars that have
been shipped around without retitling, as yours has. May be worth it to pay
them to jump through the hoops for you. They know all the tricks.
Dave
----Original Message Follows----
From: Christopher Zach <[EMAIL PROTECTED]>
Reply-To: [email protected]
To: [email protected]
Subject: Titling EV issue
Date: Thu, 09 Mar 2006 18:40:33 -0500
So I have a question. This truck that is in my yard (94 US_Electricar) was
shipped over to me in MD. However the owner in CA never titled it in CA, and
it's title is a VA title that was signed over to the guy in CA.
MD won't register it because it needs to be titled in CA. So my question:
Can you title a car in CA without it having a smog check. I don't need CA
plates, but if I have to ship this thing back to CA just to have them say
"yeah it's electric" makes me wonder. Does the car have to be in CA
physically?
Chris
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--- Begin Message ---
While I can't say for sure on the California details, the thing to try and get
here is a "title only" (at least that's what we'd do in Arizona). See if the
person you bought it from will get a title in his name, no registration or
plates, then you should be able to get it transfered to you. Of course this may
not be very straight forward, you might have to make a few phone calls to get
it straightened out.
Christopher Zach <[EMAIL PROTECTED]> wrote: So I have a question. This truck
that is in my yard (94 US_Electricar)
was shipped over to me in MD. However the owner in CA never titled it in
CA, and it's title is a VA title that was signed over to the guy in CA.
MD won't register it because it needs to be titled in CA. So my question:
Can you title a car in CA without it having a smog check. I don't need
CA plates, but if I have to ship this thing back to CA just to have them
say "yeah it's electric" makes me wonder. Does the car have to be in CA
physically?
Chris
---------------------------------
Yahoo! Mail
Bring photos to life! New PhotoMail makes sharing a breeze.
--- End Message ---
--- Begin Message ---
Hi Neil, Bob and All,
----- Original Message Follows -----
From: "Bob Rice" <[EMAIL PROTECTED]>
To: <[email protected]>
Subject: Re: Fw:Suspensions. WAS , New electric motocross
bike by Electricross, More Stuff.
Date: Thu, 9 Mar 2006 09:57:41 -0500
> Hi Neil;
>
> Not to rain on yur parade, but the extra fadarah to make
>a bike stand up, like on two wheels, IMHO 'aint worth it,
>Rather just go as a 3 wheeler, and be done with it.The
>state of your battery charge won't decide if the thing will
>stand up. On all the bikes and scooters I EVer had just
>stood, happily on their "landing gear" Kickstands,when
>parked. With the,Freedom EV we want to keep it super simple
>, unlike the Segway, It MUST have a kickstand, right? When
>it's parked and feeding, charging ?.Of course you can go
>the Bill Dube route with the Killa cycle and it just stands
>up on the rear wheel drag slick, no kickstand needed!
I like the idea he has of an aero cabin MC EV. Since
he is use to the lighter bike stuff, it would be a good
place for him to start. Plus one can get a very good price
for a good, enclosed MC EV that can be used for commuting.
Nice about a Cabin MC EV with good aero is it has much
better range and especially, range at higher speeds.
But instead of all the complicated systems to hold it
upright when stopped, I think best is just some overlapped
rubber sheets over floor space to put your feet down through
works quite well . By putting one rubber sheet on the door
and nothing to catch your feet on behind the flaps, makes
for easy, safe stopping and you don't need a reverse like
you would on other types of upright systems.
Once you go to 3wheels, it's a completely different
type of vehicle with high side loading, CG problems one
doesn't have in a 2wheeler. In a trike, one would need to be
very low or wide, which isn't conductive with lower costs or
safety. Also special wheels, ect would be needed to take
those side forces along with the extra weight.
Or one could make a narrow tilting trike though the
only type ever worked practically is the Lean Machine or
Honda Gyro type. I own 2 Gyro's.
>
> That's why I'm sorta sniffing around as Jerry is, or
>maybe he's ahead of me on this one, simple lite front
>suspension for Freedom. I would imagine that the front
>suspension would need a nod toward a stronger sway bar
>setup, as you arent getting much help from ONE wheel in
>back? Jerry? Got yur ears on?
The Freedom EV is so far from his idea of a
lightweight bike/MC EV and very different from his
experience it seems. As my battery pack hits 720 lbs, it's
going to need a fairly heavy duty suspension. But this is
being solved as I have went to building it just like race
cars do with a double wishbone type. Going to buy the rest
of the metal to make them up now I finally have the needed
dimensions.
Antisway bars lower traction, increase weight, cost
so I've designed mine to not need them by raising the
rollcenter.
So welcome Neil to the EV club and if I can help
you in any way as many others here too, just let us know.
Jerry Dycus
> Seeya
>
> Bob
--- End Message ---
--- Begin Message ---
Jim,
I am not familiar with the buggie in Texas, but you may want to check out
the Voltbuggy at:
http://www.dm3electrics.com
The buggy has a clutch and the Ghia has direct drive to the transaxle,
when I have time I will be installing a clutch in the Ghia. I originally
eliminated it to reduce weight.
I have to ask, why alternators on the roof?
Jimmy
>During the 1980s I saw an electric dune buggy or sand rail in Abilene
Texas.
>I am particularly interested in the added alternators on top.
>Jim
--- End Message ---
--- Begin Message ---
<I sent this in this morning, but it hasn't shown up on the list. This is a
re-post. Sorry if they both show.>
Mark, the flaw in your thinking is that it doesn't matter that different wheels
have different radii (the turning wheels each have different radii
as
well.) All that matters is that the axle of each tire is perpendicular to that
tire's direction of travel, and as long as the steering wheels on both
ends turn the same amount (in opposite directions) the middle of the bus stays
perpendicular to its direction of travel, even in turns. There will
be a little scrubbing from the fixed axles because they are a little off
center, but no worse than from any set of dual axles. I still think the only
major problem is the need to articulate in a verticle direction to deal with
bumps and dips. Of course, the handling and steering geometry would
take a while to get used to, but I do think it would work.
From: "Mark Fisher"
Jim:
Um...
In forward vs. turning"state.":
(Front)
Straight Turning
|------| \------\
|------| |------|
|------| |------|
|------| /------/
The radius of the turn will change depending on the amount the steering
wheels are deflected. The turning radius of the fixed wheels will be
different than the steering wheels. Thus, the center bogies (???) will have
to scrub sideways as the radius of the turn is changed if there is any
forward motion at all.
Why not follow actual design practice and just make it articulated? You
would drop all the geometry problems, and get a more mobile design in the
bargain. The actual articulation/bellows would have to be fabricated, but
you wouldn't need to re-engineer the drive train.
Mark
--- End Message ---
--- Begin Message ---
I don't know if any of these are any good for an EV, but something to look at.
http://business.listings.ebay.com/Forklift-Parts-Accessories_Motors-Pumps_W0QQ
fclZ3QQfromZR11QQsacatZ109507QQsocmdZListingItemList
Steve
--- End Message ---
--- Begin Message ---
Yes I did not get my point across, prepare for more confusion. Because the
Honda transaxle runs in a counter clock wise direction and you had a clock
wise rotating motor you would/most likely damage it but if you really wanted
to (because you may like to break things) put a closk wise motor on the
Honda transaxle you could rotate the transaxle on the horizontal plane by
180 degrees and use the transaxle running backwards (compared to its
intended design), installed backwards (because you have put a front wheel
transaxle in the back of a car running the wrong way) you could make it work
but why oh why because you could use any FWD tranny...
But if you had the parts and don't like to throw things out it should not be
to hard to make the motor run CCW and use it with a Honda transaxle.
;-)
-----Original Message-----
From: mike golub [mailto:[EMAIL PROTECTED]
Sent: March 7, 2006 2:46 PM
To: [email protected]
Subject: RE: 4wd question when using two motors?
This is pretty confusing, but I see what you are
saying that I'd have to run the transaxle
backwards...unless it was rotated 180 degrees, which
that case, I guess I could use any FWD tranny.
Just some lubrication concerns. I guess.
--- James Sullivan <[EMAIL PROTECTED]> wrote:
> The Honda transaxle run backwards would give you
> limited gears and may cause
> premature failure. I would think with a front wheel
> drive transaxle setup
> you could shoe horn one in the back of a car using
> it's normal orientation
> since the motor will be sideways unlike a rear wheel
> drive transmission and
> if your going through all the work to do it. You
> could make one of the
> electric motors run counter clock wise with some
> modifications if you
> already have the Honda transaxle, Jim Husted may be
> able to give you some
> pointers on doing that. 4x4 competition buggies have
> been using a Honda
> ice/tranny with custom drive shafts for all time 4wd
> and do quite well with
> the reduction in weight.
>
> Check out
> Electric Imp - was built using a modified Subaru
> drive line using two motors
> http://www.proev.com.
> Gone Postal - front wheel drive and custom rear
> wheel drive using threee
> motors total http://www.suckamps.com/.
>
> -----Original Message-----
> From: mike golub [mailto:[EMAIL PROTECTED]
> Sent: March 5, 2006 12:14 AM
> To: [email protected]
> Subject: 4wd question when using two motors?
>
>
> I was wondering about the Honda driveline. The
> engines
> run the other direction...
>
> If I had two front wheeled cars like a Geo Metro and
> a
> Honda Civic, and I used the Geo Metro intact except
> I
> swaped the back-end with the front end and axles
> with
> the Honda Axle.
>
> when using two surplus motors, would it be ok if
> they
> both ran clockwise?
>
> I was trying to avoid have to flip tthe rear end 180
> degrees.
>
> I hope I'm clear enough
>
> Mike
>
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--- Begin Message ---
Thanks victor, I have been sweating that my EV is getting about 425
Wh/mile on my commute. I thought it was twice what it should be, but in
reality, we drive fast in fresno and I am sure accelerating from the
light is a power robber. I was wondering how to get it down to 250.
--- End Message ---
--- Begin Message ---
Apologies if this is a repeat, I didn't see my post come through.
Some things to think about:
The tercel was designed as a primarily front wheel drive car. The
rear axle only had to handle about 1/2 the torque of a fairly wimpy
engine. Your electric motor will likely have twice the torque (or
more), this axle will have to take all the car's torque (instead of
half), and the car will likely be much heavier. I would worry about
the tercel rear end being up to the job.
Secondly, the body of most rear wheel drive cars has to handle the
torque between the engine in front and the axle in the rear. This can
be as much as about 3000 lbs of twisting force on the car body (don't
forget the gears multiply the torque). I doubt the tercel car body
was designed with this in mind.
So if the car is going to be a slow 35 mph, or gently driven car, you
might be OK. If not, here are some suggestions:
Put in a roll cage that acts as a frame to stiffen the car.
Put a torque tube between the rear axle and the transmission.
Put in a stouter rear axle, like from a Toyota truck.
Get a car designed for RWD.
Running the car as 4WD would probably be more reliable than putting
all that torque to just the rear axle.
--- Dale Curren <[EMAIL PROTECTED]> wrote:
> ** Reply to message from "STEVE CLUNN" <[EMAIL PROTECTED]>
> on Thu, 9 Mar
> 2006 09:11:36 -0500
>
> > So you want to put a rear end in a Tercel and get rid of the
> frount wheel
> > drive ?
>
> It's a 4 wheel drive now, so the rear axle is already there
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--- Begin Message ---
Newbie here ...... How do I know when 75% is ??
"charge it when it gets down to 75 percent"
--- In [EMAIL PROTECTED], "Roland Wiench" <[EMAIL PROTECTED]>
wrote:
>
> Hello Tim,
>
> When you indicator shows 75 percent, this means you are at just
over 75
> percent. Years ago, like 30 years, I was told for a long battery
life,
> choose the highest ampere-hour battery that you can fit into the
EV and
> charge it when it gets down to 75 percent.
>
> So this is what I done for the last 30 years. Sometimes, I would
have to
> drive four days before I could get down to 75 percent because I
not driving
> as far as you are.
>
> If I just beginning to show 75 percent, I will at times drive it
another
> day, and it will still show 75 percent. I than will charge it at
that time.
>
> If I'am driving a long distance, I will never let it drop below 50
percent,
> and I will charge the batteries in with the same day.
>
> Lets say the charging cycle life of a battery is 600 cycles. This
is from
> 100 percent to 20 percent. If you charge at 75 percent once a
day, than you
> used about 1/3 of a cycle per day or 1/2 cycle per day with two
charges a
> day.
>
> Your estimated life with two charges a day would be about 2 x 600
= 1200
> days or 3 to 4 years. I am only charging at 75 percent every 4
days, so for
> me 4 days x 3 x 600 = 7200 days or 19 years.
>
> My T-145's are now at 4 years, and they are still in perfect
condition which
> are balance in with 0.01 volt of each other. I expected to go 10
years or
> more with them as I did with the last pack.
>
> Roland
>
>
> ----- Original Message -----
> From: "TiM M" <[EMAIL PROTECTED]>
> To: <[EMAIL PROTECTED]>
> Sent: Thursday, March 09, 2006 12:16 AM
> Subject: When to charge
>
>
> > I have a 144V pack of US 145s and a RT daily commute
> > of 14 miles. I have access to a public charging
> > station at work. Work is mostly down hill from home so
> > it takes a little more than twice as much out of the
> > pack to get home as it does to get to work. I've been
> > charging at work, driving home, then back to work and
> > charging again in the morning. Will letting the
> > batteries sit overnight at ~75% charged shorten their
> > life? I could charge at both ends but that would
> > double the number of cycles the pack would see. They'd
> > be shallower cycles. I'm typically at a 60 to 65%
> > level when I charge now. If I charged twice per day
> > I'd be charging at ~90% and 75%.
> > Your thoughts would be appreciated.
> >
> > TiM
> >
> > '61 Electric Rampside
> >
> > __________________________________________________
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> >
>
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