October 2005 The Las Vegas Electric Vehicle Association (LVEVA) will meet on the third Saturday of each month during 2005. Meetings will be held at the Clark County Library on 1401 E. Flamingo Road
from 10:15 AM to 12:15 PM. Members will be displaying their own electric cars and answering questions before and after the meeting. November 19 Monthly Meeting
December 10 Christmas Parade Richard Furniss, President Newsletter Editors and Contributors: WATTS HAPPENING Las Vegas Electric Vehicle Association web site Call for Information:
1. HISTORY MADE! DARPA Grand Challenge 2005 Achieved October 8th at Primm, Nevada
Month Date Activity
October 15 Monthly Meeting
December 17 Monthly Meeting
LVEVA Board of Directors:
Bill Yule, Vice President
Bill Kuehl, Secretary/Treasurer
Al Sawyer
Jan Himber
Al D'Inzillo
Adam Howard
Bill Kuehl
Richard Furniss
Al Sawyer, P.E.
Jan Himber
Adam Howard
Brent Singleton
Kent Singleton
Stan Hanel
is published monthly by the
Las Vegas Electric Vehicle Association,
a chapter of the Electric Auto Association
Electric Auto Association web site
http://www.eaaev.org
Address Correspondence to:
LVEVA
2515 Hightree Street
No. Las Vegas, NV 89030
Richard Furniss (702) 453-6196
Jan Himber for Al Sawyer (702) 642-4000
Bill Kuehl (702) 636-0304
Contents:
2. Ebike 1 Update—Instrumentation, Safety Additions and More Power!
3. Lexus 400h Hybrid SUV
4. EV Parts and EV's For Sale
By Stan Hanel No Driver, No Problem! Autonomous vehicles from Stanford University, Carnegie Mellon University, and Louisiana's Gray Team traveled 131.7 miles, including a last treacherous navigation run down twisty "Beer Bottle
Pass" to each complete this course in under ten hours, the leaders averaging 17-20 mph during much of the race. Disney Entertainment could not have created a better "Love Bug" movie as Stanford University's "Stanley" Volkswagen
Touareq SUV was the first to cross the finish line in about eight hours on October 8, 2005 under its own power, WITHOUT A DRIVER! Like watching the Wright Brothers launch their first biplane, LVEVA members Al Sawyer, Jan Himber,
Adam Howard, and Stan Hanel viewed a successful 2nd running of the DARPA Grand Challenge on Saturday, October 8, 2005. They witnessed the first three fully autonomous vehicles, WITH NO DRIVER ON BOARD, cross the finish line of the
off-road cross-country race track at Buffalo Bill's Casino in Primm, Nevada. The Gray Insurance Company's Gray Team from Hurricane Katrina-ravaged Louisiana also completed the course later that day. The 131.7 mile race truly had
its share of challenges! The 20 finalists and three alternates for the DARPA Grand Challenge 2005 launched and ended the race at Buffalo Bill's Resort and Casino in Primm, Nevada, each vehicle followed by a chase truck with a
driver, DARPA judge, and race team member as observers. The DARPA judge also had an emergency, remote "e-switch" that could disable the autonomous vehicle if it looked like it might endanger people, animals, the environment, or
itself severely. The course circled back and forth between the resort towns of Jean and Primm, Nevada before ending in a twisting downhill run at "Beer Bottle Pass" where a wrong turn could mean a 100-foot drop into a mountain
canyon below. The DARPA Challenge stakes had been raised to $2 million awarded to the winning autonomous vehicle team that would trek across off-road desert terrain and man-made obstacles using only its onboard sensor system and
GPS coordinates to navigate the 131.7 mile course in under 10 hours. The actual course coordinates were given to the racing teams at 4 AM, just two hours before the event began. Although these vehicles are still all
"gasoline-powered" because of the range required, there are many benefits to Electric Vehicle designers to studying these vehicles. The onboard navigation systems, terrain recognition systems, "drive-by-wire" systems, computing
systems and obstacle avoidance systems will all consist of "state of the art" electronics, battery power, and advanced computer architectures. The designs will depend on many of the same multi-disciplinary skills as those facing an
Electric Vehicle designer. The DoD has been much more active this year in previewing the autonomous designs and their creative racing teams to weed out the field of over 200 applicants to 43 semi-finalists. Trial runs began in
Fontana, CA on Wednesday, September 28th through Wednesday, October 5th to pare this field down even further to just 20 finalists and three alternates. Contestants in the semi-finals were judged on the time it takes to clear the
most gates and obstacles on each trial run. Although DARPA 2004 was disappointing in that the farthest distance achieved by 15 contestants was only 7.2 miles, several of this year's contestants have already achieved practice runs
over terrain similar to the old course exceeding 200 miles. This year's contestants brought significant performance improvements in technology and computing integration. The DARPA challenge course designers also allowed for
closer waypoints along the course but a "big" finish obstacle at the end of the course for contestants who were able to "go the distance". After the preliminary semi-final heats, the finalists were:
1. Red Team Too (Carnegie Mellon University) Carnegie Mellon University's Red Team Too launched its "Highlander" 1999 H1 HUMVEE after opening ceremonies on the morning of October 8th at 6 AM, followed after a ten minute interval by Stanford
University's "Stanley" diesel-powered Volkswagen Touareq R5 SUV. After another ten-minute interval, Carnegie Mellon University's original Red Team launched its second entry, "SandStorm", a 20-year old converted HMMWV (HumVee)
workhorse that went the furthest in DARPA Grand Challenge 2004. Cheers went up as each
vehicle was launched, headed passed the viewing stand and then made a 90-degree right hand turn to head north to a dry lake bed above Buffalo Bill's Casino, where the vehicle would loop and pass by the viewing stand a second time.
Caltech's "Alice", a 4WD Ford E350 Sportsmobile van got a lot of media attention when, during its 2nd pass by the viewing stand, it clipped a cement bunker, rolled over it and headed over a berm towards the spectators. The chase
vehicle activated the remote "e-switch", stopping "Alice" before she drove over the berm into the viewing stands. Despite the "ups and downs" of the launches (several vehicles were towed back in within a half hour), spectators started
getting excited again when it was announced that the first three vehicles launched by Carnegie Mellon and Stanford University had already passed the 50-mile mark after just three hours of racing. History was in the making…! The
desert wind started to pick up about 10 AM, and we adjourned to the 3D display tent. Here we could see displays of the DARPA Grand Challenge race course on 3D terrain map presentations. An excellent 3D color map of the final,
treacherous 1.3-mile "Beer Bottle" mountain pass was very informative. This mountain pass obstacle in the Nevada desert was chosen to simulate mountain canyons in Afghanistan, where narrow windy roads and overhanging mountain
cliffs may cause autonomous vehicles to lose GPS signal and one false turn could send a vehicle plunging down the side of the road into the mountain canyon. After getting a good overview of the race course, we exited the 3D
display tent next to the Press and Media tent and entered a larger Spectator gathering tent with jumbo flat screen dual display monitors mounted at convenient locations near chairs and tables. Spectators could see the autonomous
vehicles pass strategic vantage points along the route as well as hear comments and updates from the Event Announcer in the viewing stands. DARPA had served a complimentary breakfast to all attendees in the spectator tent earlier
that morning. Our LVEVA group sat behind Carnegie Mellon's Red Team as well as next to former owners of a company called Ziatech, that manufactured "ruggedized" computing systems before the husband and wife owners sold their
24-year old company to Intel. Candy and her husband were proud to see that the "ruggedized" CPU boards their company had originally created were part of Stanford University's "Stanley" SUV. She, her husband, and one of their former
employees were rooting for the Stanford University Racing team. During that time, Stanford University's lighter "Stanley" Volkswagen Touareq had been steadily closing the gap between Red Team Too's Highlander, that had been
launched 10 minutes earlier that morning. Being smaller and lighter, Stanley had a speed advantage over the heavier HumVee on flat, open dirt roads. The Volkswagen Touareq had been steadily making up ground during much of the race.
After "drafting" Highlander for several miles, Stanley finally passed Highlander at the 106-mile mark of the race with Red Team's SandStorm following just behind the two leaders. Strategic obstacles included two freeway
underpasses, where the vehicles crossed back and forth under Interstate Highway I-15 on either side of the resort town of Jean to the north of Primm. This maneuver challenged each vehicle's onboard computer navigation system.
During DARPA 2004, many vehicles lost their GPS signal orientation when they went under an underpass obstacle and became stuck in the tunnel. At this point, the vehicle's autonomous navigation system would need to switch to a "dead
reckoning" method of navigation to proceed through the tunnel until it could regain its GPS sensors after it came back out into the open sky. Remote cameras were set up to monitor the progress of the vehicles by DARPA officials on
their return from Jean coming back from the west side of I-15, then heading east for the mountain ranges. Cheers went up as spectators watched both the Stanford and Carnegie-Mellon Red Team vehicles emerge on their own from the
second underpass successfully. Then the leading three vehicles headed up hill and cross-country to Beer Bottle Pass followed by two observation helicopters. Inside the spectator tent, we got to see a camera's eye view of what
"Beer Bottle" pass looked like. It lived up to its reputation! Not only did the vehicles have to navigate through an underpass tunnel to start the downward course (forcing them to slow down) but the narrow 18-foot wide road was
comprised of several hairpin turns with a sheer drop-off on the left hand side of the road starting at 200 feet. The Event Announcer entered the tent with media cameras following to announce the final "make or break" leg of the
race. He gave a countdown as Stanford University's Stanley drew closer under its own power. The initial camera view was of the tunnel. Cheers of "Go Stanley", "Go Stanley" started to fill the tent, making the Carnegie Mellon Red
Team a little uncomfortable. About ten minutes later, Carnegie-Mellons' Red Team cheered as Highlander came through the tunnel and also successfully navigated Beer Bottle Pass, followed by SandStorm
another ten minutes behind. All the spectators adjourned to the viewing stands to see the three race vehicles make their historic finish. It was a real thrill to view the little Volkswagen
SUV kicking up dust and escorted by two helicopters as it approached the viewing stands. Dr. Tether, organizer of the DARPA Grand Challenge, ceremoniously activated the "e-switch" on Stanley as the little SUV approached the finish
line to inspect the vehicle and wave a "checkered flag". Stanley was then allowed to continue and made a final turn, self-navigating between two cement bunkers and under the "Finish Line" banner before coming to a stop. Pictures
and cheers went up from everyone. The celebration continued as Highlander and SandStorm both crossed the Finish Line under their own power just several minutes apart. Highlander led for much of the race and the two HumVees both
navigated Beer Bottle Pass smoothly despite their larger size, weight and wider wheel base. The Grand Challenge had been met, just a year and a half after what many deemed an embarrassing failure in 2004, after large sums of
taxpayer money had already been spent over the last two decades to develop these technologies through multi-million dollar research grants to large Defense Contractors like Northrup Grumman, Lockheed, Boeing, etc. The Stanford
University Team displayed their vehicle in front of a big reception tent area that was put together by their industry sponsor, Red Bull. Out of the 3,500 spectators and team members who witnessed this historic event, we
considered ourselves extremely lucky to have been there and get a glimpse of the future! Where can we go from here…?
2. Stanford University
3. Red Team (Carnegie Mellon University)
4. The Gray Team
5. Team ENSCO
6. Team TerraMax
7. Desert Buckeyes (Ohio State University)
8. Team Cornell
9. Team CIMAR
10. Virginia Tech Team Rocky
11. Virginia Tech Grand Challenge Team
12. Axion Racing
13. Sci Autonics/Auburn Engineering
14. Team Caltech
15. Austin Robot Technology
13. Team Mojavaton
16. Team Cajunbot
17. Team DAD (Digital Auto Drive)
18. Team Intelligent Vehicle Safety Technologies
19. Insight Racing
20. Princeton University
21. Golem Group/ UCLA
22. MonsterMoto
23. MITRE Meteorites
The remaining finalists and three alternates continued to be launched through 9:00 AM. One notable entrant was the Gray Team's 2005 Ford Escape SUV, sponsored by
the Gray Insurance Company from Louisiana. The Gray Team was severely affected by Hurricane Katrina, with over 75% of its team members sustaining damage to their homes during this environmental disaster.
This incident illustrated how difficult and dangerous it was to work with these brand new computer-controlled
technologies to maneuver large vehicles. Murphy's Law never rests---What can go wrong will go wrong!
Finally, Stanley's headlights appeared and the little Volkswagen SUV headed down the mountain pass road and navigated two turns before disappearing out of range. The remote camera was re-focused down
the path on a switchback and spectators held their breath waiting for Stanley to appear again.
A roar went up from the crowd as he appeared again and worked his way down the hill! Stanley became anthropromorphized to everyone
in the crowd at that time. He was no longer just a "bot".
Although Stanley seemed to have won the event based on being the first to cross the
finish line after passing the pole position leader, the announcers of the race said that Stanley could not yet be declared the winner as there were still two active contestants that had started later that morning. Later that
afternoon, Gray Team from Louisiana did complete the course and Team TerraMax was still moving after a forced delay caused by the spinout of CalTech's "Alice" early in the race.
Final DARPA Grand Challenge Results and a more in-depth study of the DARPA Grand Challenge winning
technologies will be featured in the November LVEVA newsletter.
Ebike 1 Update---8-function "Watts Up" Meter, 48-volt Power, and Dynamic Braking by Adam Howard Editor's Note: This Ebike 1
update chronicles the ongoing work to develop an Electric hub-motor bicycle by LVEVA members Adam Howard, Al Sawyer, Jan and Mike Himber. The team is using a hub motor and controller to drive the front wheel of 20-inch rim BMX
bicycle with a Nickel-Metal Hydride battery pack. Their original design substituted "NoMorFlats" solid rubber inner tubes for standard pneumatic bicycle inner tubes but they found that there was an increase in rolling resistance.
There was also a difficulty installing the inner tubes inside the original bicycle tires. One solution was to substitute an "Amerityre", a solid rubber tire with the tire tread already imprinted on the outer part of the rubber
tube. The Amerityre company is located in nearby Boulder City, Nevada with distributors in the Las Vegas area. More information can be found at: Increased monitoring of Ebike 1 performance was achieved by
installing two new instruments with displays: 1. Digital Speedometer/odometer with LCD readout. This small microprocessor-based meter with large character LCD screen is initially calibrated within the speedometer after
installing a magnet on the front wheel spokes, aligning a sensor on the front forks of the Ebike1 to the magnet, and entering wheel size information. The magnetic sensor is connected to the speedometer display through a cable and
counts each full wheel revolution on the front forks of the Ebike1 over time. 2. "Watts Up" Watt Meter and Power Analyzer by PowerWerx has a small LED display that monitors voltage, current and power flow between the battery
pack and the motor speed controller on the Ebike 1. The "Watts Up" meter calculates eight power parameters in real time and has the following specifications, measurement ranges and resolution: For more information, visit the PowerWerx website at:
For a look at the online version of the 31-page Users' Manual, visit: Adam's chronicles reveal how much the Digital Speedometer and Watts Up Power Meter aided the development
of the Ebike1 project that he funded with a team that included engineer Al Sawyer, P.E. and technicians Jan and Mike Himber: MORE POWER!: We did some groundbreaking things today. We used the automotive connector to connect a
"sealed lead-acid" six-volt gel-cell battery in series with the main NiMH 36-volt battery pack. No soldering or extra wire was required. The small battery fit snugly on the rear bicycle rack and was temporarily mounted with bungee
cords.The voltage at rest was about 45.5 volts for the two batteries connected together. The small battery was right about 6.3 volts, being a new battery. I then proceeded to take Ebike I for a test ride to compare the differences
with this new 42-volt power system. 1. It took 18 seconds to accelerate from zero to 15 mph. With 36 volts nominal it took 30 seconds. 2. Top speed on a longer flat side street 19.3 mph. I ran out of room. Normally getting to
19 mph is a rarity. 3. I think I increased the speed the bike cruises comfortably about 2-3 mph. 4. The controller did not feel warmer than when operating at 36 volts. 5. While operating, voltage sag is about five volts.
6. Peak amps approximately 23 A. 5. Peak watts = 883 W. Conclusion: I can say adding six volts definitely improves performance. I do not wish to go back to 36 volts nominal. We contemplated adding the 12-volt battery to
operate at 48 volts nominal. However, different components inside the Motor Speed controller showed a 50-volt "high end" performance threshold rating. We did not feel like risking the controller to experiment with this combination
without further observation. With the Mouser electronics parts catalog nearby, we dissected the motor speed controller. The controller contains seven MOSFETs. Four of them are rated at 75 volts and three are rated at 60v. So it
didn't seem The 50-volt figure came from the capacitors on the PC board. They are We put the controller back on Ebike I, and then bungeed the 12 volt battery. I had taken the NiMH battery off the charger and it was about 41v. Once we wired the batteries in series I turned on the switch. The
"Watts Up" meter initialized and read 53.99v. So the controller seemed fine so far. We went out to the street and I turned on the throttle. There was the usual beep and everything still seemed normal. Then I got on and
touched the throttle and the bike moved a bit. After that, I rolled into the street and did a good hard launch. I drew 1199 peak watts and then the watts and amps dropped back to normal operating ranges. Peak amps were about 25 A.
I rode down Hightree Street, got to almost 20 mph, but ran out of room. I rode back to the house and gave the thumbs up, then did a few runs in the surrounding streets. I could sense stronger performance. I left that test
session pleased, but with a need to answer some more questions. I was still concerned about whether the controller was at risk, sometimes things don't break immediately. I sat in the shop taking a break watching Al and Jan begin
working on the oscilloscope. LONGER TEST RIDE: I reset both the "Watts Up" meter and the digital speedometer. The standing voltage was now about 52v, not quite as stiff as before. I rode over to Carey and Pecos, crossed the
intersection and it felt decent. There is a bit of upgrade due to the natural crowning of Pecos. Once on the other side of Pecos, I stopped and then did a good hard launch. Carey in this area is wide and free of obstructions. I
kept the throttle wide open, got up to about 22.2 mph on this very mild upgrade, and hit 23 mph on the level. On the slight downgrade before Walnut, I topped out at 23.3 mph. The ride was pretty smooth. I had never gone that fast
on a bike on level ground. Going back on Carey toward Pecos I kept up a good 22 mph, then went back to the house. 1. This trip was 3 miles. I did a few more acceleration tests throughout the afternoon. So far the controller hasn't missed a beat.
The controller did not get abnormally warm, and neither did the hub motor. I left the Himber home with many questions answered and will move ahead with the next phase of permanently upgrading the Down the
line I will probably get a controller with a higher rating that what I have now. I don't anticipate going over 48 volts nominal. I may do 72 volts in the future but that would probably be on another vehicle. I don't wish to
"over-volt" a brushed motor too much. I feel confident that I can use this controller at 48 volts nominal for the time being. I bought two more connectors and a 30-Amp automotive switch. When I arrived at
the Himber home, I mentioned the possibility of doing dynamic braking again. Al had done some math before I arrived and we sat down to work. I found that operating the bike at higher speeds due to higher voltage My goal was to minimize the use of friction hand brakes as much as We then hooked a resistor to the handlebars on Ebike 1 and I went out on a short ride. The first attempt offered minimal braking, almost not noticeable at 36 volts. We then set up the 48-volt battery pack and
hooked up a second resistor in parallel to dissipate more heat and power with lower resistance. I got up to about 18 mph and switched on the resistor. The Ebike 1 The three resistors in parallel were rated at .6 ohm, and 55 watts. They did get quite hot after being used. I am looking forward to getting the
right mix, and mounting them in a better way. I have no idea how many amps or watts are being put through the resistor during a braking session. Regenerative braking is perhaps the ideal, but not feasible at this time. While energy
is being passed off as heat, I would rather generate heat through a resistor than by friction on rims and brake pads. MORE TESTING! Editor's Note: Addition of two 12-Volt, 7 Amp-hour batteries wired in parallel for 14
Amp-hours that were added in serial to existing NiMH battery pack of 36 Volts for 12 Amp Hours. Total pack rating was 48 volts at 12 Amp-Hours. "The trip today was 15.1 miles, and total time in motion was 1 hour.
I used 387 Watt-hours, 8.7 amp hours. So it took about 26 Wh to go 1 mile Top speed about 22 mph. About 1000 feet from the house, battery power dropped off. I figured I probably did not have the main battery
fully charged due to it sitting for a week. The lead batteries had ending voltage of about 11.5 v. It looked like they shared the load equally due to their parallel setup. I thought the wiring was well done. I look forward to
revisiting the dynamic braking setup down the line.
NEW INSTRUMENTATION:
¥? Voltage 0-60 V in increments of 0.01 V
¥? Current: 0-100 Amps in increments of 0.01 A
¥? Power: 0-6500 Watts in increments of 0.1 W
¥? Battery Charge: 0-65 Amp-hours in increments of 0.001 Ah
¥? Energy: 0-6500 Watt-hours in increments of 0.1 Wh
like MOSFETs were an issue.
cylindrical aluminum electrolytic capacitors. Some are 1000 uf. Generally, these type of 50-volt capacitors
have a surge voltage value of 63v. We deduced that having 51 or so volts on startup shouldn't
really be a problem, at least not for a short test. The Mouser catalog was helpful in finding out what is really inside the
controller box.
2. Temperature in the Nevada desert: 100 degrees.
3. Energy consumed: 72.4 watt hours were used, about 24 wh per mile.
4. Time in motion, 16 minutes.
5. Charge dissipation: 1.51 Amphours were used.
6. Peak Power demand: 979 peak watts demand.
7. Peak current draw: 21.5 peak amps.
8. Lowest battery pack voltage 45.5
9. Voltage sag under load 5 to 6 volts.
10. Power/Speed comparison: 650 watts drawn at 23 mph on level ground.
11. Speed/Power/Amp comparisons:
Operating in the 20 to 22 mph range draws between 600 and 650 watts, or about 14 amps.
12. Operating voltage under load: about 46 to 47v, while going 20 mph.
13: Acceleration: About 13 seconds to go from stopped to 15 mph;
About 26 seconds from a stop to 20 mph.
14. Acceleration/Power comparison: 5 watt hours to go from a stop to 20 mph.
voltage on Ebike I.
DYNAMIC BRAKING
necessitated a more powerful form of braking. I did not want to be reliant
on the friction hand brakes at these higher speeds. I had considered disk
brakes but it would have been very cumbersome to do that. I figured dynamic
braking offered the best possibility.
possible. We hooked up a resistor in series with the motor and spun it
without a load. When the resistor was switched into the input circuit path of free-spinning DC motor, the motor becomes a generator and magnetically induced
electricity starts to flow through the resistor, causing magnetic fields to be set up between the motor stator and rotor. The result was that the spinning wheel stopped very quickly due to the new magnetic friction set up inside
the hub motor.
slowed to about 10 mph in about 100 feet. We then hooked a third
resistor up and had a stronger braking effect. It was about as strong as I wanted.
on average.
Toyota's Lexus brand has introduced the first luxury hybrid SUV, the RX 400h. It is rated at 268 hp (compared
to the Lexus RX 300, with 38 hp less.), is 33% more fuel efficient than the Lexus RX300, certified as a Super Low Emissions Vehicle, accelerates from 0-60 in 7.2 seconds despite 300 lbs. more weight, and still functions as a
relatively roomy Utility Vehicle. According to Edmunds.com… The Lexus website allows a buyer to select their own specifications for their purchase, starting from a base of
$49,791 with 4 Wheel Drive. Options are extra. Toyota has also introduced the Highlander Hybrid with 4 Wheel Drive, sporting the same 268 hp with gas mileage in the 20 mpg range and good acceleration. Base starts at $39,855
US145 Batteries Available at Factory-Direct Prices---currently $62.10 This "Factory-Direct Price" is available to LVEVA club members if they use a trailer to pick up these batteries while purchasing directly at:
US Battery For more detailed information, contact LVEVA Vice-President Bill Yule at Telephone No: (702)566-0794
One 8-inch Advanced DC used motor-- asking price $800
One 9-inch Advanced DC used Motor--asking price $1200 Rudman PFC20 CHARGER used 4 times--asking price $1500 Contact William Kuehl, Email:
Lexus 400h Hybrid SUV
The battery pack, which is the heart of the hybrid system, is under the Lexus 400h's rear seat. With 30 modules comprised of eight cells per module its total peak
power is 80-percent stronger than the Prius's, which has six cells per module. Plus, it's packed into a new metal case for improved heat rejection and reduced size. So it wouldn't disrupt the truck's 40/20/40-split rear-seat
configuration, the pack's been split into three groups and its height has been reduced by 22 percent over the Prius
1675 Sampson Avenue
Corona, CA 92879
Contact: Christy Delario
Telephone: (951) 371-8090
4504 W. Alexander Road, North Las Vegas, Nevada 89032
Tel: 702-636-0304
For Sale: Chrome "Electric" Emblems for EV's
Mike Chancey - Posted 06/25/00 Chrome "Electric" car emblems, just like the OEM
factory lettering. Okay, so you own a beautiful electric vehicle, but does the world know? Show them with these profession quality "ELECTRIC" emblems. Fabricated from weather resistant thermoplastic, these signs feature a
bright chrome like finish on the letter faces with a subtle matte black background. They mount easily with the self adhesive HighTack backing. Simply peel off the protective cover, and press the sign into place. Each sign is
approximately 1.25" in height and 7" in length. Only $6.00Each or four for $20.00, plus $1.75 shipping and handling per order. Discounts for larger orders available. Send check or money order to: Mike Chancey, 1700 East
80th Street, Kansas City, MO 64131, or order online at:
My
Location: Kansas City, Missouri
Checked: 07/13/03
http://www.austinev.org/evalbum/signs.htmlhttp://www.austinev.org/evalbum/signs.html
EV For Sale:
For Sale: Electric 1985 Pontiac "Fiero" --Record-Holding Race Car This 1985 Pontiac "Fiero" Conversion currently holds four National Electric Drag Racing Association (NEDRA)
Class Records at: 1. Class MC/F (Modified Conversion 97-120 volts) The 1985 Pontiac Fiero has been converted with:
2. A DCP T-REX 1000 Water-cooled Controller with an Input Voltage Range of 96 to 336 Volts
3. The Battery System is at 192 Volts. The battery pack consists of sixteen 12-volt sealed ODYSSEY 5. Battery Charger is a 120- to 240-volt Variable Transformer with a heavy-duty full bridge rectifier. Contact: William Kuehl
2. Class MC/E (Modified Conversion 121-144 volts)
3. Class MC/D (Modified Conversion 145-168 volts)
4. Class MC/C (Modified Conversion 169-192 volts)
1. A new Netgain Warp-9 Electric DC Motor coupled to a 5-speed manual transmission.
and Motor Current Rating at 1000 Amps.
PC-680 batteries with the capability of increasing battery pack capacity and voltages to compete in the NEDRA MC/B Class
(Modified Conversion 193-240 volts) or to a maximum capacity of 336-volts to compete in the MC/A Class (Modified Conversion 241 volts and higher).
4. Tires are B.F. Goodrich G-Force T/A Drag Radials P215/60 R14 that connect
the Electric Motor torque to the road for "no slip" acceleration.
Additional cables and connectors are installed for Dump Charging from a DC battery pack.
Asking Price: $10,000 or Best Offer.
Address: 4504 W. Alexander Road, North Las Vegas, Nevada 89032
Telephone: 702-636-0304
1. New US 125 Batteries (18 six-volt batteries in series for a 108-volt System) 2. Battery Management System (Charge Regulators on each battery prevent High-Voltage
threshold overcharging allowing equalization of all batteries in the pack; Low-Voltage Battery Monitor circuitry and LED's on each battery indicate when Low-Voltage threshold reached during battery pack discharge and Electric
Vehicle operation) 3. CableForm Controller 5. Re-conditioned Prestolite ™ Motor 6. Power Disc Brakes (Electric Vacuum Pump Assist)
7. Electric Motor-Powered Air Conditioning System 8. Power Steering 9. Power Windows 10. AM/FM Radio with Automatic Antenna Extension 11. 5-speed Transmission 12. Range: Approximately 40 miles per charge
13. Speed: 70-plus miles per hour
EV For Sale:
1981 Lectra Centauri (4-door sedan) $5, 700 or Best Offer
4. On-board Lester "Lectronics" Battery Charger
Call: Al Sawyer
Tel: (702) 642-4000
