Specifications and Baseline performance

Update May 2009:

Motor
• Type: Siemens 1PV5135WS28 3 Phase Induction Motor
• Number of Poles: 4
• Continuous Power: 67 kW – 91 hp
• Maximum Power (@ 850V): 200 kW – 272 hp <15 seconds

• Maximum Power (@ 650V): 160 kW – 214 hp <30 seconds
• Maximum Torque: 317 ft-lbs (430 Nm)
• RPM Range: 0 – 10.000 RPM
• Cooling: Water/Glycol
• Weight: 200lbs (90 kg)

Note: This 200kW Inverter has not been completed and the Dutch company Evisol has run out of money while debugging their SW/HW problems.

The new investors have personally pledged to repay or deliver after new development restart but is just words rather than any guarantee.

At this point, those of us that inveseted in this product are not sure if or when they will deliver anyting that will make our Inverter hardware functional.

Feburary 2010 update

An independant development effort is nearing completion with new Processor, SW and I/O board that drives the original excellent power stage. I predict that the 200kW drive system will be in place this spring/summer.

Inverter
• Power output capacity 200kW
• Nominal Voltage: 750 VDC
• Maximum Voltage: 900 VDC
• Maximum Output Current: 350 Arms
• Continuous Output Current: 300 Arms
• Maximum DC Input Current: 350 A
• 3 Phase output drive
• Cooling: Water/Glycol
• Weight: 52 lbs (24 kg)

Battery System
• Cell Type (motor compartment pack): A123 Systems 26650M1

• Number of Cells: 2040

• Total pack voltage nominal: selectable 675 VDC (or 337VDC)

• 10p204s cell configuration with 30 total individual modules

• 20p102s cell configuration by simply grouping modules in pairs
• Capacity: 23Ah (or 46Ah)
• Continuous Current: 700 Amps (or 1400 Amps)

• Peak Current (10 seconds): 1200 Amps (or 2400 Amps)

• Total Battery Capacity: 15.5 kWh @ 100% DOD
• Cycle Life: > 4000 @ 75% DOD
• Battery Management System with active cell balancing

• Embeded cell slave processors communicate over isolated bus
• Thermal regulation: Water/Glycol (for cold weather use)
• Battery Pack Total Weight: 320 lbs (150kG)

Charging System
• Embedded BRUSA 3.3kW isolated power supply

• 120VAC - 240VAC input power range, auto selecting

• 720V max output voltage

• 4 hour full range charge time
• Cooling: Water/Glycol (radiator fan will run at low speed while charging)

Final drive
• Rear Wheel Drive
• Original 5 speed transmission fully usable, including clutch

Steering
• Original Rack and Pinion using late model MR2 electric power steering pump

Climate Control
• Air conditioning with variable speed compressor to regulate temperature

• Original Heating and ventilation system with 4kW electric fluid heater

• Original electrically heated front seats

Vehicle Weight
• Total Vehicle Weight: 3300 lbs (with initial A123 pack in front, 50 miles)

• Total Vehicle Weight: 4050 lbs (with secondary pack, 140 mile range)

Range
• 50 miles @ 62 MPH, Initial pack in front
• 140 miles with secondary pack, to be added in place of the old gas tank

Original Internal Combustion Engine's performance overlaid with the electric motor/inverter drive performance:

The power curve I had previously shown is represented by the green solid line. There was an assumption that the motor could use the total 200kW that the power Inverter could deliver. That turns out to not be the case at the nominal 670VDC level which I will be using.

Low RPM Torque is not affected so the off_the_line performance is the same.

Here is what this motor can deliver, based on the source voltage:

Pack voltage = 650VDC for EV HP min curve

Pack voltage = 850VDC for EV HP max curve

I could only fit 670V in this module form under the hood, so initially it will be closer to the dotted line EV power curve. A later addition will allow 850V.

In any case , it still exceeds the original gas powered motor in all ways:

Pre conversion Post conversion

ICE performance Electric performance

Torque = 175 ft lb Torque = 316 ft lb

Power = 185 HP Power = 214 HP max @ 650V

Power = 268 HP max @ 850V

This project can also be seen in the EV photo album list: www.evalbum/1541

Baseline Data

This baseline data was a side benefit of my visit to the EV drags at PIR on Aug 17th 2007.

I made five passes, with and without burnouts to get the performance data before conversion that can be compared to the performance after conversion. All runs were similar and thus show it's basic capability.

The shifting was always done at redline. I figured, 5 drag runs was enough:

17-Aug-07	time PM	R/T	60 feet	1/8 mile	MPH	1000 feet	1/4 mile	MPH
Run 1	6:48	0.379	2.46	10.7	65.68	13.875	16.518	85.2
Run 2	7:04	0.62	2.18	9.79	70.61	12.82	16.378	86.74
Run 3	7:10	0.654	2.443	10.35	67.91	12.948	16.046	85.82
Run 4	7:18	0.033	2.398	10.342	67.91	12.78	16.024	87.59
Run 5	8:09	0.06	2.412	10.385	67.36	13.01	16.11	86

The torque is nearly doubled with the new electric drive system so the clutch spring force will need to be doubled to prevent any slip from sheer torque levels transferred through the clutch, even though it will not even be used off the line.

Also needed for better traction off the line and during cornering, a limited slip rear differential to prevent wheel spin on one side. This will make the vehicle a very capable drifter with all the torque available. In first gear, with a little side force from steering, the rear end will break loose without the clutch when you put the pedal down aggressively.

There is a significant difference in the off_the_line acceleration as the electric drive has full torque at 0 RPM vs. no torque until 1000 RPM with the ICE. With gas engines, some of the initial power is lost in the clutch as heat trying to control the traction during hard acceleration.

No clutch is needed in the electric drive to apply its full torque to the wheels off the line. The trick will be pressing the pedal down at the right rate to prevent breaking the rear wheels loose initially, and getting to the full_power_applied point at the ~100 foot point.

Once conversion is complete, it will be re-tested at Portland International Raceway to compare to the result against the above data.