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Dear Dave, I�ve wanted to send you an Email sooner but I have not been able to get to my computer for several days. If all goes well you should have your car by today or tomorrow. If for some reason this does not seem to happen you can call Ray the transport driver on one of his two cell phones (419-677-9127 and (419) 217-6942. I tried to find as much stuff as I could to go along with the trip. You should find two radios. Each of these radios are I believe original for the ElectraVan. One represents the early model and one is from the later model. You asked why the front end of your van looks different from ones you�ve seen pictured on the Internet. The answer is that Jet industries had an early and late model of the ElectraVan. All the �Heavy Components� (wheels, transmission, running gear ,etc) came out of Japan for both models but the body stampings where done in Twain for the early model and the stampings came out of Korea for the latter model. The latter model has more of a 1980�s look to it rather than the 1970�s look of the early model. I like the newer model better because it looks like a miniature VW van. I never had any interest in using the radio so I bought from a friend a large meter set he had on his ElectraVan. You�ll find this set temporarily placed where the radio used to be, I never got around to wiring it up. You�ll find that the stock amp meter drifts in and out of operation so using the large meter set will fix that problem. The mud-guards you�ll find in the box came off your van. I removed them to reduce aerodynamic drag. There�s also a rim to make up a spare tire but I never found a good place to store it onboard. You�ll also find everything you need to restore the diesel heater but the fuel tank. If you think you might want to use the heater I have a friend who might have a fuel tank and something could be worked out. And of course I included an extra controller that you should never need. After a week riding on the back of the truck in really cold weather I don�t imagine that there will be much voltage left in the old batteries so you might have to back her off the truck using gravity. You should be able to give her a charge overnight and she�ll be able to move around again. Set the charger switches so she pulls 15 amps and that should do the trick. If you look in the glove compartment you�ll find the manual on CD, something like 262 pages. The manual covers the old heavy �Boat Anchor� charger that originally came with the vehicle. The light onboard charger that you have was designed and built buy another EAA member, Scott Cornell, who originally made it to charge a race car he designed. I�ll send you latter an Email that will describe better what you should expect from your charger when you have new batteries. I�ll also fill you in on the story behind the first truckers �scheduling conflict�.
Let me know how things are coming along, Kurt ---------------
And, yes, the Kurt Bohan selling this car would be the former associate of Roy Kaylor, and did edit Current EVents for a while. Shari Prange
--------------Dave ...A couple of warnings. If you commute with this car you won't get a lot of respect from other drivers. A rush hour people are focused on getting from one place to another and somehow have the idea that this small car does not have the same rights in traffic as their SUV. I am the victim of rudeness every day and occasionally road rage. I have even been followed home by an angry driver. If you take your car on errands you will get a lot of attention. In the supermarket parking lot, people are friendly and will stop you. Children will point and wave. Outside of rush hour other drivers will cruise along side of you or talk to you at stop signs. And yes, they even follow you home. In any case, you are at the beginning of an adventure. it.
Relax and enjoy
Mike ------------------------------------------------------------------------
Date: Reply-To: Sender: From: Subject:
Tue, 2 Mar 2004 00:21:21 -0600 EV600-L -- Jet ElectraVan 600 Owners List <[email protected]> Jet Electravan EV600 Owners List <[email protected]> Robert MacConnell <[email protected]> New Electravan owner.
Hello to whomever may read this. I have just purchaced a 1981 Jet Electravan. This is my first EV and I'll say up front, that I know little to nothing about this thing, but i'm hoping to have some fun with it. I am it's third owner. The first being the City of San Jose California, who sold it to the guy I bought it from. The odometer reads 7121 miles(!) It sounds amazingly low, but the seller said it was actual (and signed the legal odometer disclosure form). The body is in excellent shape and everything seems intact.It has been fitted with a more modern Curtis controller.It does need new batteries however. It even has the owners manual and shop manual.Any advice on the care and feeding of this animal would be welcomed. Thanks. Robert MacConnell PS I am located in Richmond CA --Date: Reply-To: Sender: From: Subject: Comments: To: Content-Type:
Tue, 2 Mar 2004 08:18:25 -0600 EV600-L -- Jet ElectraVan 600 Owners List <[email protected]> Jet Electravan EV600 Owners List <[email protected]> "Facundo, Vance"
Nice to see it's still kicking! I worked in the factory that built your van (Jet Ind. Austin Tx.). That was a long time ago. Good luck with it! Vance Facundo ------------------
---------------------------------I've noticed in my subaru 360 club newsletters there are names of several other 600 Electravan owners. I should contact them about this listserver. Have you seen the 360 literature? ------------------------------------------------
---------------------From: Subject: Comments: To: Content-Type:
"Facundo, Vance"
What are you asking for it? Just curious what they're going for. I worked in the Jet Inds. factory that built your van. Vance -Vance I am asking $4500.00 obo or interesting trades. Rob. ----------------------------------------------================================================== ================================================== ------------------------------SAVE MONEY-SAVE ENERGY. Business and consumers alike can spend less on electricity if they can control when,where and how much is being used. JCPenney (a U.S. department store chain) has hired EnerShop to provide energy information and management services for five stores in the Dallas-Fort Worth,Texas area. For JCPenney, EnerShop will integrate existing energy management systems at each site; offer real time use information; optimize use at each store through simulation models; combine information from all stores and compare it with other similar properties; and deliver customized reports on power quality and use over the Internet. Detroit Edison and Domosys are working together to promote the DomoMeter - a plugin module for appliances or air conditioners with the ability to respond to timeof-day energy pricing signals and offer an expansion to home automation systems. According to the companies, consumers can save money and energy by the DomoMeter to reduce energy consumption at peak demand - peak rate periods. Visit EnerShop at http://www.enershop.com ; Detroit Edison at http://wwwdetroitedison.com and Domosys at http://www.domosys.com . DON'T FORGET CLEAN DIESEL. Diesel engines are the most efficient internal combustion engines widely available - yet have a history of being dirty. The U.S. Argonne National Laboratory has introduced breakthrough technology that should clean them up.
The new technique controls fuel and oxygen levels to result in reduced particulate levels and decreased nitrogen oxide emissions. NOx is a major contributor to smog. The technology also increases engine power. Argonne worked with the Electromotive Division of General Motors (locomotives) and the Association of American Railroads. The technology will work with autos and trucks as well. Visit Argonne Labs at http://www.anl.gov. From wire reports. Copyright 1998. -------------------------------Miracle: Cured of Gasoline Addiction by Dale Brooks
Praise be! Brothers and sisters! After a lifetime of self-destruction, I have been cleansed of the painful addiction to petroleum distillates known commonly as gas. A side benefit is that the price of gas doesn't obsess me anymore. In the spring of 1999, I became the fifth owner of a battery-powered 1980 Jet Electrica. Donating my sinfully wasteful 400-cubic-inch Pontiac V-8 land yacht to the Kidney Fund, I embraced the past and never looked back. Yes, the past. Few people know that electric cars predate the Civil War. Until 1933, there were more electrics registered in the United States than gasoline models. Henry Ford's wife drove an electric. EVs are a mature 19th-century technology. You could have walked into a dealer's showroom one hundred years ago and bought an electric, but not today. Manufacturers won't embrace a car that lasts for decades and can be recharged as easily as a cell phone. The 70 mph, silent, nonpolluting vehicle opened a new world for me, one in which radios were played softly and environmental sounds stood out boldly. The pellets of pea-gravel caught in my tires annoyed me only because I could hear them. Because I pay more to get my household power from Green Mountain Energy's renewable sources, my car is green and my air is sweeter. My lead-acid batteries are available (marine and fork-lift), affordable, and 100 percent recyclable. Newer battery technology is seductive, but still frustratingly expensive. "There's plenty of oil," puffed Ronald Reagan in 1980 as energy independence was postponed for another generation or two. In 1981, his first executive order was the decontrol of gasoline prices, which prompted the demise of Jet Industries in 1982. The different models of "Electrica" and "Electra-Van," however, are still on the road, because EVs don't rattle themselves to pieces. For the last five years, I've listened to supposedly sane, sober individuals alternately groan and cheer the fluctuations of gasoline pricing, like new parents for whom the intricacies of their offspring's bowel movements must be shared with non-parents. Nothing motivates drivers to travel miles out of their way like saving a few pennies on the blood-laced poison. If you substitute the words "crack cocaine" for "gasoline," you might begin to understand why a nation of addicts
will sell their children's birthrights, go to war, and deny, deny, deny just to get more crack. Reagan was right, there will always be plenty of oil, but at what price? When I was a lad in 1960s Houston, there were producing oil wells on Holmes Road near 610 South. The wells have been capped now for decades, awaiting $100 a barrel. The price of gasoline is subsidized to a shameful degree, and cheap oil is too expensive for our children. "But, Brooks, you're insane! Gasoline is useful!" So what if it scars lungs, poisons the groundwater, and mortgages little ones' futures to unstable regimes overseas; the perils of instant gratification can also be quantified in the junk food culture (delivered thousands of miles) that results in obesity for our nation. I, for one, have changed my thinking. Dale Brooks is the president of the Houston Electric Auto Association, www.eaaev.org. ---------------------------------------------------The meeting was opened at 10am by V.P. Tim Loree. He welcomed everyone and led the planning of the Ride & Drive, Sunday October 15. Time introduced Stan Skokan, president of Electric Vehicles, Inc, and Chairman of the national EAA. Stan worked for Hewlitt-Packard as an electronic engineer 1969-1993. In 1975 he bought an electric motorcycle. In 1976 he converted a car, and got the first HP EV parking spot. In 1979 he designed an EV motor replacement kit. In 1987 he gave ideas to Paul McReady for his Impact. Since 1975 Stan has owned 15+ EVs and driven over 100,000 miles. He showed a 1980 photo of 3 EVs he and his wife owned at one time. Stan put EVs in perspective with this question: Would you drive your car if the exhaust pipe were in the middle of the steering wheel? Stan told the history of Jet Industries of Austin TX, 1979- 1984. The company started from the investments of three families. They had a market because DOE had a program in which agencies used EVs and gathered data for 5 years in exchange for half-price credit. The EVs cost 50% more than ICEs, so with the credit the EVs were a good deal. The agencies used the EVs for 5 years, then auctioned them off. Stan has resold some of them several times. Jet made 1400 EVs in a 3-year period, an impressive record. Jet bought gliders from Ford and Chrysler, installed electric power, then sold the vehicles. Jet produced owners manuals as professional as Ford or Chrysler. Typical performance was 20 hp (40 hp peak), 0-50 mph in 23 sec. ----------------------------------Book avail from Amazon.com "Results of baseline tests of the EVA Metro sedan, Citi-car, Jet Industries Electra-van, CDA town car, and Otis P-500 van" by Francis J Stenger Error Publisher: learn how customers can search inside this book. Share your own customer images
Availability: Out of Print--Limited Availability.
Edition: Unknown Binding
Product Details * Unknown Binding: 76 pages * Publisher: for sale by the National Technical Information Service (1976) * ASIN: B0006WZII6 --------------------(Sambar) The Daihatsu Midget, the Mitsubishi Leo, and the Mazda K360 were all recent entries into the Japanese market for light trucks, and all had small displacement engines to take advantage of the Kei Jidosha laws, also all of these trucks has only three wheels (5 if you count the spare and steering wheel!). Soon Subaru would place a four wheeled truck on the market, and all but the extremely cheap daihatsu would be replaced in an effort to compete. The Sambar boasted four wheels over three, which allowed it to have a better ride, more stability and most importantly more space for cargo than any of the 3-wheelers could offer. There was also a van version, and both were available with the 450 engine introduced that same year. The early models were round dumpy vehicle and earned the nickname "Hippo" early on. For 1966 the sambar was revamped. It gained new syling, a stronger engine, stronger frame, and more weight. This is the early style sambar pickup, almost the same as the 1961 models except in small details. In 1968 along with the subaru 360 sedan it would be imported to the U.S.A. officially. Although some had been imported as early 1964. The 25hp engine that was available on the sedans as an option was also available on the Sambar line. In 1973 the line was again restyled and gained water cooling. Some of these models would also be imported into the U.S. for conversion to electric power by Jet Industries. Of it's competitors from 1961 only one was imported to the states, the cheap daihatsu midget was called tri-mobile and imported in the early sixties. Above left: The insides of the sambar truck. Above left: Chrysler claims to have invented the minivan? This is the post '66 style sambar van. ---------------------------In February, 1961 arrived the Subaru Sambar with a 356 cc rear engine, there was a swing axle with torsion bar springs at the rear, the wheelbase was 167 cm and a van was added in March, 1962. This was the first Kei class minivan among the main manufacturers, it had a rather dumb looking front end. In about 1966 came the second generation Subaru Sambar, now with the wheelbase enlarged to 175 cm, a truck became available by March, 1967, and there was a panel van. Styling was typical for Kei minivans of those years. In about 1970 the rear swing axle was replaced by one with semi-trailing arms and torsion bar springs. In the export this vehicle was called later Subaru 360. Then in February, 1973 arrived the third generation Subaru Sambar, now with a
wheelbase of 173 cm, and side sliding doors, the styling was more mature, the pickup was deleted. In May, 1976 the engine grew to 490 cc and it was called Subaru Sambar 5, the vehicle was lengthened to 303.5 cm (truck also 310.5 cm) and the width became 134 cm (wider front bumper and truck deck). In the export it was still called Subaru 360, later Subaru 500. This generation Subaru Sambar was widened to 139.5 cm by May, 1977; the wheelbase was now 182 cm (extra length behind the front door), the length 319.5 cm, the engine 544 cc. It was initially called Subaru Sambar 550. For the first time in the Kei industry a high-roof van was added in 1979. In 1980 came a 4-wheel-drive with a wheelbase of 180.5 cm. In the export the vehicle was known as Subaru 600. In 1982 came the 4th generation Subaru Sambar, still with rear engine, the wheelbase was now 180.5 cm for all models. The styling was neat, rather square as typical in this period. The pickup was no longer available, a high-roof truck was. In Japan the van was now called Subaru Sambar Try. A 544 cc supercharger engine became available later. A more passenger-car-like Subaru Domingo high-roof van with 997 cc, later 1189 cc engines and coil springs at the rear was added in October, 1983. It had a length of 341/342.5 cm and a width of 143 cm. This vehicle would stay available well after the release of the next generation Sambar. In the export the engine became a 665 cc and the vehicle was called Subaru 700 (length 322.5 cm). The larger versions were called Subaru E10 and Subaru E12 respectively. -------------------------===================================================================== ----------------------------NESEA American Tour de Sol:
Team Profile - `Regenerative Braking'
William Glickman, of Alternative Energy in Glastonbury CT, has been doing EVs since (what seems) forever. I first met him at the 1993 NESEA Tour when he entered his `Lightning Bug' VW conversion. This year he has a Subaru microvan he calls `Regenerative Braking' (number 45). He told me he has > big < capacitors in his car. "They're super capacitors! They are 9 inches in diameter, 12 inches long, 48 pounds each, rated at 28 Volts DC, and each one is > 85 Farads
are connected, the capacitors will be in series. The positive and negative ends will be connected in parallel with the batteries, isolated by diodes and relays. They will connected into the batteries using a 3-step foot pedal. "Step 1 energizes the shunt field and the main relay, so the car is driven by the main battery pack. The second step shuts of the main contactor, isolating the batteries from the capacitors, and turns on the other relay circuit to connect the capacitors for regenerative braking. And the third step changes the relays around so I get power out of the capacitors to the motor through the controller." The capacitors have a rated charge or discharge rate of up to 1400 Amps and are supposed to be 90% efficient. I'm glad I don't have to try to drive this thing; I left my extra leg at home. There on the floor under the steering wheel is (right-to-left): an accelerator pedal a brake pedal a clutch pedal and a orange industrial pedal (such as you might see on a shop machine). Bill does not not have an extra leg either, but he is used to this. His old green Ford van conversion where he used this same foot pedal, to control regen braking. So he is used to this dance step. "I also made a flywheel system," says Bill, "but I ran out of room and weight." (Preview of next year?) ------------------------------====================================== IRS backs deduction for electric-hybrid car By Jeff Plungis / Detroit News Washington Bureau Comment on this story Send this story to a friend Get Home Delivery WASHINGTON -- The Internal Revenue Service ruled that consumers who buy a gasoline-electric hybrid vehicle qualify for a $2,000 tax deduction -- boosting government and industry efforts to conserve fuel and reduce air pollution. The decision is good news for automakers trying to stoke demand for alternative fuel vehicles and will help customers offset the higher prices of hybrids with tax savings in the year they buy the vehicle, depending on their tax bracket. U.S. demand for hybrids -- the Toyota Prius, and Honda's Insight and Civic -remains small but healthy, with Prius sales reaching 15,556 units last year. The IRS ruling also will help other automakers: Ford Motor Co. plans to market a hybrid version of the Escape SUV by 2004. General Motors Corp. and Chrysler also have hybrid vehicles in development. "Now that the IRS is on record, it is something we will certainly make our buyers aware of," Honda spokesman Art Garner said. Until now, the IRS has decided whether to grant tax deductions for people who purchase electric vehicles or hybrids on a case-by-case basis -- often confusing shoppers. Example: Some Honda Insight buyers claimed an electric-vehicle tax credit even though it is not a pure electric vehicle. "We've been telling people to talk to their tax advisers," said Martha Voss, a spokeswoman for Toyota in Washington. The latest IRS ruling makes clear that hybrids do not qualify for the electricvehicle tax deduction, which was conceived to promote pure electric vehicles, such as GM's EV-1, that were sold in California to meet the state's zero-emissions vehicle requirement.
The IRS rules now allow taxpayers who purchase the Insight, the Prius, and Honda's new hybrid Civic to qualify for a $2,000 clean-vehicle tax deduction before Dec. 31, 2003. The deduction will be reduced during subsequent years, to $1,500 for 2004, $1,000 for 2005, $500 for 2006 and zero in subsequent years, unless Congress extends the deduction. A comprehensive energy bill being negotiated by the House and Senate would provide a new set of consumer tax incentives up to $4,000 for hybrids and fuelcell vehicles, but it isn't clear that the bill will reach President Bush's desk this year. ----------------------------Senate Abdicates CAFE Fuel Standards, President Bush to Decide Fuel Efficiency (3/13/2002) The Senate voted 62-38 Wednesday to let President Bush (news - web sites) decide how much to increase auto fuel-efficiency requirements, rather than legislating a specific increase. The Senate approved the measure as part of sweeping energy legislation, satisfying advocates of a go-slow approach to curbing fuel consumption by automobiles in the U.S. , which collectively burn more than 10 million barrels a day. Sens. Carl Levin (D., Mich. ), and Christopher Bond (R., Mo.), proposed the amendment which leaves the decision on raising auto fuel-efficiency requirements known as corporate average fuel economy, or CAFE, to the Bush administration's Transportation Department. "This amendment will take the teeth out of our efforts to improve fuel efficiency," Senate Energy and Natural Resources Committee Chairman Jeff Bingaman (D., N.M.), said ahead of the vote. Sen. Bingaman and others emphasizing conservation in the energy bill say raising auto fuel efficiency is one of the best ways to reduce the country's growing reliance on oil imports, which account for more than half of U.S. oil consumption. Approval of the Levin-Bond amendment scuttles hopes for another amendment proposed by Sens. John Kerry (D., Mass. ), and John McCain (R., Ariz.). The Kerry-McCain proposal would have required an increase in fleet-wide CAFE to 36 miles per gallon by 2012 for both cars and light trucks. Created in 1975 in the wake of the Arab oil embargo, CAFE requirements are currently 27.5 mpg for cars and 20.7 mpg for light trucks, a category that includes sport-utlity vehicles, minivans and light trucks. The Senate floor debate on CAFE began Tuesday, running the gamut from concerns about reliance on hostile oil-exporting countries to preservation of domestic auto industry jobs and the safety and consumer preference of "soccer moms" and other drivers of gas-guzzling SUVs and minivans. Sen. Bingaman lamented that passage of the Levin-Bond amendment shows the country can't get serious about energy conservation when gasoline prices are low. "The effect of it will be essentially to say the status quo is fine," he said. "I think that's a sad signal to send." But Sens. Levin and Bond, and other supporters of their amendment argued the Kerry-McCain proposal could damage U.S. auto makers, who are more successful at
selling relatively large, gas-guzzling vehicles. The Kerry-McCain plan "doesn't do anything for the environment, and it costs American jobs," Sen. Levin said. The Senate also approved 56-44 a proposal from Sen. Zell Miller (D., Ga.), to freeze the current 20.7 mpg CAFE requirement for pickup trucks, but not for SUVs and minivans that are also in the light-truck category. Sen. Miller argued farmers and others relying on pickups for their livelihood should be exempt from any CAFE increase that may occur. The "Big Three" U.S. auto makers have been adamantly opposing legislating CAFE increases. Until last year they lobbied for Congressional moratoria, which had prevented the Transportation Department's National Highway Traffic Safety Administration (news - web sites) from considering CAFE increases since the mid1990s. Those budgetary moratoria expired last year, but the Kerry-McCain plan was too aggressive for Congress to accept. Sen. Levin said to reach the proposed 36-mpg target, General Motors Corp. (GM) , Ford Motor and DaimlerChrysler AG would have to increase their fleets' fuel efficiency 51%, 56% and 59%, respectively, while their Japanese rivals Honda Motor Co .and Toyota Motor Corp. would only have to increase by 20% and 30%, respectively. And Sen. Bond said a steep CAFE increase would ignore clear consumer preference for larger, less fuel-efficient vehicles. "You can lead a horse to water, but you can't make it drink," he said. The Levin-Bond amendment instead calls for an unspecified increase in CAFE standards. And it requires the increase be determined only after taking into account effects on the overall economy, employment and vehicle safety. Critics of higher fuel efficiency targets say they lead to lighter vehicles that are inherently more dangerous for their passengers in accidents. The amendment would require the Transportation Department to issue a decision on future CAFE levels for light trucks within 15 months and for cars within 24 months. In contrast to the Kerry-McCain proposal, it would maintain separate categories for light trucks and cars. Sen. Kerry was skeptical the executive branch would significantly raise auto fuel efficiency without a specific Congressional mandate. "They didn't do it back in 1975 until Congress said this is our national priority," he said. The Levin-Bond plan has several ancillary measures to curtail fuel consumption. It would require by 2005 that the federal government purchase only hybrid oilelectric vehicles for light-duty truck fleets and require federal fleets that have the capability to use alliterative fuels by 2009. In addition, the amendment would: raise the existing tax credit for electric vehicles to a maximum of $6,000 from 2002 to 2007 from the current maximum of $ 4,000; provide a maximum tax credit of $11,000 for fuel-cell vehicles from 2004 to 2011; and offer a maximum tax credit of $5,000 for hybrid oil-electric vehicles from 2004 to 2009. The measure would also offer tax incentives for building infrastructure for alternative vehicles and fund federal research of those vehicles.
The energy bill passed by the Republican-controlled House in August also left any decision on CAFE to the Bush administration. President Bush has yet to indicate whether he would support an increase in the fuel efficiency standards. www.eyeforfuelcells.com Printed: 1/4/2005 ----------------------------On March 9, 2002, theJob Creation and WorkerAssistance Act of 2002 (P.L. 107-147 H.R. 3090) was enacted. Section 602 extends a tax credit for electric vehicles and Section 606 extends a tax deduction for clean fuel vehicle property. -----------------------------Tax credit for electric vehicles. A 10 percent tax credit (based on your purchase price) is allowed for certain electric vehicles placed in service after June 30, 1993, and before January 1, 2007. The maximum credit may not exceed $4,000 in 2002 and 2003. The credit will be phased out gradually (25, 50, and 75 percent in 2004, 2005, and 2006 respectively) until it is eliminated entirely in 2007. While it lasts, the allowable credit is claimed on IRS Form 8834, Qualified Electric Vehicle Credit. -------------------------------My Electric Van (recently sold to be used in fuel cell research) Click on the pictures for a more detailed view. Years ago, Jet Industries converted a number of these small and handy five-door vans to electric power. It ran fine, but the old-technology switcher used SCRs and was noisy and inefficient -- and it tended to start up with a jerk. In 1998 the old electronics were torn out and replaced by modern field-effect transistor circuitry. The 12V battery was replaced with a solid-state voltage converter. The vehicle is now silent and the control is smooth. The built-in charger comes with two cords, one for standard 110 volt recharging, the other for 220 volts. At 110 volts, charging time is about six hours. Jef usually sleeps longer than that. As the photos show, it was not an "experimental" looking vehicle. The interior and exterior finish are excellent, and the electronic goodies are neatly tucked out of sight. It had about a 30 mile range. Jef doesn't know what the top speed is, but he took his foot off the pedal at about 60 mph, which is faster than felt comfortable to him. Acceleration is brisk, and it keeps up with traffic.
------------------------------------Hi Dave,
Vin number is: K87L-050231 on a plated attached to the end of the driver's door like all passenger vehicles. Chassis number is supposed to be on the left side, but I never found it. I did need to get a new title and registration along with a new VIN nubmer for the State Of CT because the vehicle was not manufactured by a registered auto manufacturer in CT and therefore classified as a composite vehicle even though my insurance company insures it as a Subaru Wagon since the base vehicle is a Subaru. It is also classified as a high mileage vehicle because the wheelbase is below 80 inches, but DMV gave me regular plates by mistake :-) . High mileage means that it can not be operated on any limited access road, especially bridges, but DMV gave me regular plates so everything is fine for now. Menlo Park III, Bill ---------->> Try ordinary antifreeze as your cutting fluid on aluminum. You'll be >> absolutely amazed. That is what comes in a can of Tap-Magic aluminum >> cutting fluid. Propylene glycol doesn't seem to work as well as >> ethylene glycol. >> >> John >> >> On Tue, 29 Mar 2005 12:04:29 -0800 (PST), Reverend Gadget >>
=-=-=-=-=-=-=-= FINDING PARTS =-=-=-=-=-=-=-= --------From: Subject: Comments: To: Content-type:
Rob Vasichek
I just spoke with K.D.Bancroft and he told me he is about to send all his Electra Van stuff to the crusher!! If you need anything, NOW is the time. Rob. --------------------------------------------------------------Finding a windshield will be difficult; you may need to make one out of polycarbonate. ------------------------------------------------------------------------------------------NISSAN CHERRY / SUBARU MINI JUMBO FRONT BRAKE DISCS (are these models same brakes?) --------------
Sender: From: Subject: Comments: To: In-Reply-To: Content-type:
North Texas Electric Auto Association <[email protected]> Jerry STUBBS <[email protected]> Parts manual for Subaru van EV600-L -- Jet ElectraVan 600 Owners List <[email protected]>
I"ve acquired a subaru /jet van parts manual. It seems to have all the subaru parts, so if we'/re lucky parts could be ordered from a dealer. I was able to get some wheel bolts and nuts last year by giving the parts person the numbers ( 'never mind what it's for, here's the numbers I think they are right"). Let me know I'm sure ya;ll will want copies. It's pretty thick. I'll look thru it to see if all of it is pertinant. Otherwise it might be over 100 pages. JErry Stubbs
---------------This eBay store had a 1977 Subaru 600 service manual: http://stores.ebay.com.au/realgoodies_MANUALS-Car-Bike-Truck4WD_W0QQcolZ4QQdirZQ2d1QQpZ6QQsclZallQQsotimedisplayZ2QQtZkm it was bought by
kenhucke
(probably ken huck)
info: SUBARU 600 TRUCK and VAN
with 4 CYLINDER ENGINE
SERVICE MANUAL - ENGINE and BODY JULY 1977 EDITION COVERS: Right hand drive Model K77 Truck and Flat Bed Truck; K87 Van and Delivery Van; Left hand driveModel K77L Flat bed truck; K87L Van and Delivery Van. with E23BE Engine Published by FUJI HEAVY INDUSTRIES LTD Part No SM75KGEN, Issued April 1980. - K77A, K87A. GOOD CONDITION, fading of the cover and spine from green to blue, internally EXCELLENT, no marked pages. Cover is badly scuffed.. HARD TO FIND! ALL BOOKS AND MANUALS WEIGHING OVER 500G WHEN PROTECTIVELY PACKED ARE SENT IN AUSTRALIA POST 3Kg SATCHELS. THIS IS THE CHEAPEST WAY OF SENDING WITHIN AUSTRALIA. MULTIPLE PURCHASES UP TO 3 Kg CAN BE SENT TOGETHER. LOOK AT MY OTHER SUBARU, 4WD, AUTO, MOTORCYCLE, RACING VIDEOS, BOOKS, MANUALS AND COLLECTABLES AND LOOK IN realgoodies SHOP FOR MANY MORE ITEMS THAT DO NOT SHOW UP IN AN EBAY AUCTION "Title" OR "Title & Description" SEARCH click here: http://www.stores.ebay.com.au/realgoodies. 0------------------------------------------------claims to find any car manual http://www.carownermanual.com/ http://www.giantuniverse.com/owners.htm http://stores.ebay.com/carandtruckownersmanuals http://www.carsalesbrochure.com/ ---------------------------------------------------Bought from half.com: Chilton's Repair and Tune-Up Guide for Subaru, 1970 to 1980
Chilton (Paperback,
1981) Seller: elephantbooks-half (66464) � Ships from: Gilroy, CA � Condition: Brand New � Notes: Excellent condition! Might have black mark. Item: $0.87 Media Mail: $2.79 Subtotal: $3.66 Subaru Owners Workshop Manual John Harold Haynes, Larry Holt (Binding Unknown, Illustrated, 1988) Seller: greatbuybooks (15799) � Ships from: Lakewood, WA � Condition: Acceptable � Notes: We ship daily! Your satisfaction is guaranteed! Item: $0.88 Media Mail: $3.25 Subtotal: $4.13 Total Merchandise: Total Shipping: TOTAL: $1.75 $6.04 $7.79
----------------------------------------------------------------Hi Rick ... Yes the EV600 uses the Subaru 360 van as a base. I'm not aware of any for sale but thought I'd forward this note to our listserv of "[email protected]". You might like to join the list by sending email to: [email protected] with a one line command of: "subscribe ev600-l Rick Nelson" Ken Bancroft in Houston use to work at Jet and purchased all their inventory. He might know of some for sale. The last phone number I had for him was 713/729-8668. Good luck and I hope you can join us! Jon. ----------------------------------------------
---------------------------------------------->>> Hi all this is my first posting to the list. I have just purchased a >>>1980 Jet 600. Dose anybody have a source of parts for the Subaru 600? Rob. >>>
>>Ken in Houston, and I have a copy of the parts manual, if your local >>subaru dealer will spcail order them. >> >>JErry Stubbs >> Jerry thanks for the reply. The local dealer thinks he can get them if I >supply part numbers. Would you sell me a copy of the manual? Rob. Yes, Send me $15 and I will photocopy and ship it to you.. Thomas Stubbs 926 MIssissippi St. Lawrence, KS 66044 --------------------------------------------------------------------------------------------------------------Date: Tue, 15 Dec 1998 10:49:44 -0600 Reply-To: EV600-L -- Jet ElectraVan 600 Owners List <[email protected]> Sender: North Texas Electric Auto Association <[email protected]> From: Jerry STUBBS <[email protected]> Subject: Parts manual for Subaru van Comments: To: EV600-L -- Jet ElectraVan 600 Owners List <[email protected]> In-Reply-To:
in one of those priority mailers and get it too you right away. HEre's my address: Thomas Stubbs 926 Mississippi St. Lawrence, KS 66044 785-842-0571 I can of course run off more copies, I wanted to make this one and get a count on the actual pages... Subject: Parts Comments: To: [email protected] Content-type: text/plain; charset="us-ascii" I received a copy of the parts manual from Jerry Stubbs and checked with my local Subaru dealer. He not only thinks he can order in parts he even had some things in stock. If anyone has another source for parts please let me know. Also dose anyone have a set of 12 inch wheels for sale? Rob. ----------------------------------------------From: Rob Vasichek
changes.
I purchased a used brake master cylendar from Ken.
Finally ... I dont think it is worthwhile converting back to a gas motor. Just not worth the effort. If you really want gas, then I'd suggest looking for the Subaru 360 version of the vehicle. Jon -------------------------
-----------------------------At 08:18 AM 12/11/01 -0700, you wrote: >Hello, > >There is very little traffic on this list. Does anyone know how many of >these vans are on the road yet? From the folks on this list, I'd guess >about 4. > >Thanks, >Mike I thought there were more. Maybe 10 or 12? I know of several who's owners do not have E Mail. > -Subject: Comments: To: In-Reply-To: Content-type:
Re: How Many? EV600-L -- Jet ElectraVan 600 Owners List <[email protected]> <[email protected]> text/plain; charset=us-ascii
I have 3. One on the road, one close to going back on the road and one for parts. Robb -From: Subject: Comments: To: Content-type:
Andy Hall
I purchased my ElectraVan this September. It has been in my garage since then , but I'm working on getting it running and back on the road. I hope to have it going again this Spring. I think it has a lot of life left in it. My plans are to keep driving it as long as I can. After I get the ElectraVan running, I am thinking about getting or building another electric vehicle for my wife to use. I was looking at an older Toyota van the other day and I thought it looked like it might be a good vehicle to convert. Any ideas? adh ------------If you are talking the 600 You might get ahold of the club. http://www.geocities.com/MotorCity/Garage/5360/main.html They have ties to the 600. [email protected] This is the Presidents email. I think he sells parts. They are based in LA. Lawrence Rhodes.... ----- Original Message ----- From: "Michael A. Radtke" <[email protected]> To: <[email protected]> Sent: Friday, September 09, 2005 10:56 AM Subject: Wanted: ElectraVan Wheels -------------------------------------------
> ditto, I'd like lists of sites showing EVs for sale http://www.austinev.org/evtradinpost/ http://www.eaasv.org/ http://www.eaaev.org/ http://www.evadc.org/for_sale..html http://www.phoenixeaa.com/ http://www.nbeaa.org/sale.htm http://home.att.net/~NCSDCA/EVAoSD/forsale.htm http://neeaa.org/forsale.htm http://www.lveva.org/For_Sale/for_sale.html http://www.oeva.org/forsale/
=-=-=-=-=-=-=-= SPECS =-=-=-=-=-=-=-=
------------------------------------------��Verification Tests of the Jet Industries Electra Van 600[Report,Microfilm] / Dowgiallo, E. J. %Snellings, I. R. %Blake, W. H.; Army Mobility Equipment Research and Development Command, Fort Belvoir, VA. Electrical Power Lab.. - [sn]: [sl], Dec 80
��35p �� ��Report No.: DE86008276/HDM ��Pub. Country: United States �� ��The Jet Industries Electra Van 600 is a multipurpose utility electric vehicle based on a Subaru Van modified to use an electric motor and battery propulsion system.^The vehicle was tested 27 July 1978 to 18 September 1978.^Complete test results are contained in Section V. The test results are summarized below: Acceleration: 50 km/h(31.1 mi/h) in 14 s. Range: SAE J227a/B Cycle on level ( sup +- 1-percent) terrain: 62 km(38.5 mi) 181 cycles.^Forward speed capability: Maintained 70 km/h (43.5 mi/h) for more than 5 min.^Gradeability at speed: At 25 km/h (15.5 mi/h) can traverse a 13.8-percent grade at 80-percent depth of discharge (DOD).^Gradeability limit: Vehicles should start and climb forward on a 35.6-percent grade for at least 20 s at 80-percent DOD.^Reverse gradeability has been calculated at 34.8-percent.^(ERA citation 11:022889) --------------------------------By ElectraVan pickup, I take it you mean one of the Mazda/Ford pickup trucks converted by Jet Industries? If so, several people on the list (including me) own or have experience with these. In their original configuration, with the EV-1 controller and 20 6V golf cart batteries, you could get about 20 miles range. With 10 12V marine batteries, you'd be lucky to get 10 miles. When the EV-1 controller is replaced with a more modern PWM mosfet controller, with the 6V pack and everything in good running order, the range jumps up to 40 miles. With your 12V marine batteries, assuming they're 100 ahr capacity, in the same scenario you might get 20 miles or so. Also, if you're using the original Lester charger that came with the truck, it's set up for a pack of 6V 220 ahr flooded batteries and will basically do an equalizer on them every time, finish charge current around 8 amps. It would literally boil the snot out of the smaller 12V marine batteries if you let it do a full charge cycle, and if they're sealed batteries ( a fair assumption since you said they're out of a UPS ) they'd be toast after the first time you charged them with the Lester. If you just want a test pack to see if the truck will run and everything is in working order, and don't care if the UPS batteries end up getting slagged in the end, then by all means go ahead. Otherwise, I'd save those UPS batteries for another project or sell them to help defray the cost of a new set of 6V's for the truck. Another option for a test pack would be to check with any local golf cart dealers for used batteries they've removed from golf carts. One here in my area sells them for $20 each. If you need more than 20 miles range, instead of a new battery pack, your first priority should be saving up for a new controller to replace the EV-1. A used 400 amp Curtis 1221B will give adequate performance with the GE motor and a 120V pack, and will probably be quite a bit cheaper than a new controller. Failing that, a Curtis 1231C or Zapi H2 (minus regen) would be my choice for a reliable controller with good performance where cost is the main factor. My suggestion would be to first install a sacrificial used test pack to test the truck and ensure everything works. Fix what's broke and/or modify it to suit your needs. Then tackle any minor
upgrades you might need or want, such as a DC/DC converter for reliable 12V power or a vacuum pump for power brakes. Third, replace the controller with something more modern if needed. THEN, after taking care of all the details and learning the proper care and feeding of batteries with your sacrificial pack, you're ready to drop in a new set of batteries and enjoy driving your truck. The more work you put in at the front end means less work and more driving time down the road. Mitch Oates ----------------------------------------------------------------Owner: Jerry Stubbs (former owner, van has been sold) Location: Lawrence, Kansas Email: Base Vehicle: 1980 Subaru 360 Van Motor: Prestolite Drivetrain: Original 4 speed transmission with clutch Controller: General Electric EV-1 SCR controller Batteries: Johnson Controls sealed batteries System Voltage: 96 Volts Charger: Lester 220 volt Ferro-Resonant (off-board) Heater: none DC/DC Converter: none Instrumentation: a) 500 Amp ammeter b) 200 Volt voltmeter Top Speed: 60 + mph Range: undetermined Seating Capacity: 4 adults Curb Weight: undetermined Tires: Pirelli radials Additional Features: a) Battery Heating System b) AM/FM Cassette Stereo =========================================================== ---Title: Performance characteristics of nickel-zinc electric vehicle battery Authors: Klein, M.; Charkey, A.; Vaidyanathan, H.; Viswanathan, S. Affiliation: AA(Energy Research Corp., Danbury, Conn.), AB(Energy Research Corp., Danbury, Conn.), AC(Energy Research Corp., Danbury, Conn.), AD(Energy Research Corp., Danbury, Conn.) Journal: In: Intersociety Energy Conversion Engineering Conference, 14th, Boston, Mass., August 5-10, 1979, Proceedings. Volume 1. (A79-51726 23-44) Washington, D.C., American Chemical Society, 1979, p. 646-650. U.S. Department of Energy Publication Date: 00/1979 Category: Energy Production and Conversion Origin: STI
NASA/STI Keywords: ELECTRIC MOTOR VEHICLES, NICKEL ZINC BATTERIES, TRANSPORTATION ENERGY, DISCHARGE, ELECTRODES, FABRICATION, VOLT-AMPERE CHARACTERISTICS Bibliographic Code: 1979iece....1..646K Abstract A vented prismatic cell of 250 Ahr nominal capacity has been chosen as a baseline design for first generation vehicle and cell characterization experiments. Performance characteristics such as discharge capacity (and its dependence on temperature and rate, variation of cycle life with depth of discharge), thermal variations and cyclic behavior on a simulated J227aD discharge profile are presented. A 96 volt vehicle battery was fabricated and installed in a Jet Industries Electra-Van Model 500. Vehicle operating results are presented in terms of speed, acceleration, range and energy consumption. -------------------------------
Year: 1977 (Item #B26922) Click for photo! View 1 ELECTRA VAN (500), "Electra Van: 60-100 Mile Range - 55 Mile Per Hour": 4 page non-color folder, 11x9. Red cover, with black title bar and black and white lettering, frames photograph showing three-quarter frontal view of Electra- Van 500 by Jet Industries, Inc. Folder opens to 11x17 layout with eight photographs showing features of van and truck models, transaxle motor assembly and battery pack controller, with descriptive captions. Back cover has specifications. Comes with: a) 8x10 press photo showing three-quarter frontal view of Electra-Van; b) eight pages of information which includes letter attesting to Electra-Van's performance, press releases, and copies of articles that appeared in leading publications; c) letter on Electra Van - Jet Industries, Inc., letterhead, dated Apr. 6, 1977, to potential customer; and d) original mailing envelope. Price: $35. Year: 1978 (Item #B26923) Click for photo! View 1 ELECTRA VAN (500), "Electra Van": 6 page color folder, 9x9. Black cover, with white lettering, frames photograph showing three-quarter frontal view of red and white Electra Van 500 parked in front of brick building. Folder opens to 9x25 layout with eight photographs showing ways in which an Electra Van can be used and drawing of manufacturing facility, with discussion and specifications. Reverse side has four additional photographs showing exterior, dashboard, transaxle motor assembly and battery pack controller. Comes with: a) one page of information which includes results of tests performed on vehicle; b) letter on Electra Van - Jet Industries, Inc., letterhead, dated Feb. 15, 1978 to potential customer; and c) original mailing envelope. Price: $30. Year: 1978 (Item #B26924) Click for photo! View 1 ELECTRA VAN (500), "Electra Van": 6 page color folder, 9x9. Variation of #B26923. This one comes with: a) "Electra Van": 6 page non-color folder, 11x9. Gray cover, with black lettering, has miniature photograph showing three- quarter frontal view of Electra Van. Folder opens to 11x25 layout with four photographs showing Electra Van models 600, 1000 and 1400 and 1000P pickup truck and eight drawing showing side and rear views, with discussion. Reverse side has four photographs of models, with specifications; b) three pages of information which includes results of tests performed on vehicle and copies of articles which appeared in leading newspapers; c) form letter on Twenty First Century Electric Vehicles letterhead stating that they are a new distributor for the Electra Van; and d) original mailing envelope, postmarked Feb. 18, 1978. Price: $40.
-------------------------------------------------------------------Jet 600 Electravan This vehicle was a converted Subaru minivan. At least 100 were produced. Two were purchased by the Canadian federal government for a demonstration project, and subsequently sold in New Brunswick to 2 individuals. One was scrapped for parts and the other converted back to gasoline power. ---------------------------------------------------------------------Jet 500 Electravan Jet 600 Electravan This vehicle was a converted Subaru minivan. At least 100 were produced. Two were purchased by the Canadian federal government for a demonstration project, and subsequently sold in New Brunswick to 2 individuals. One was scrapped for parts and the other converted back to gasoline power. Jet 750P Electravan (pickup) This vehicle was a converted Ford Courier pickup truck. At least 90 were produced. Jet 1000 Electravan This vehicle was a converted Dodge full-size van. At least 25 were produced. Jet 1000P Electravan At least 30 of these pickup trucks were produced. Jet 1400 Electravan This vehicle was a converted Dodge Maxivan (extended full-size van). At least 10 were produced. -------------------------ken huck at Ken Huck, Susten Systems, San Jose, CA, 828-273-5334w, 408-223-1303h Call Ken or Amica now at land 408-223-130 or cell 828-273-5334 [email protected] ---------------------------Information about my EV: Jet ElectraVan Model 600 Manufactured by: Jet Industries Austin, Texas Fall 1979 (company is no longer in business) Body: Subaru Van Chassis Motor: Prestolite 22-HP Series-wound DC Controller: GE EV-1 (SCR-type controller) Top Speed: 53 mph Range: 40 miles(orig) / 15+ miles(curr) (I've yet to determine my true milage) Propulsion
Batteries (orig): 17 6-volt lead acid (golf cart) (curr): 9 12-volt sealed lead acid (ups) Aux. Battery: 12-volt Charger: Lester 108v/12v Charger Original was on-board (can use 110v or 220v source) Recharge time: 110v - 6 hrs. (?) (it has always charged overnight) Transmission: Standard 4-speed w/reverse -----------------------------# # # # # #
1979 Subaru Glastonbury, CT 96V Prestolite 20hp series wound motor, GE transistor controller 108 volt, 18 6V Douglas EV-137 batts Top Speed: 65mph, Range: 60miles Features: Vicor DC-DC converter, Cruising Equipment E-Meter
---------------------------------------------------------------------------------------Re: Jet Industries Electra-Van. Posted by Ed on 3/8/2004, 4:12 pm, in reply to "Re: Jet Industries Electra-Van." 205.188.197.188 When we moved to Tucson in 1980, Tucson Electric Power owned one. I talked to the man in charge of it, he showed me the parts book (very few parts were the same as our 360 Sambars, which were 10 years older). He told me they got it because they thought they could run it for nothing, since they made the electricity. But after 2 years, they found it cost $2000. to replace the batteries every 2 years. They got rid of it about '86. They have not been made since about '81 or '82. Ed ------------------------------* Subject: Re: Electravan specs. * From: william glickman
Van 36.2 kb JPG Front View 19.7 kb JPG Owner: George Allen Location: Redding, California USA Base Vehicle: 1980 Subaru 600 Micro-Van Motor: 20 hp General Electric Series Wound DC Drivetrain: Original 4 speed transmission with clutch Controller: General Electric EV-1 SCR Type Batteries: 17 US2200 Flooded Lead-Acid 6 volt batteries System Voltage: 102 Volts Charger: a) Lester 120/240 volt Ferro-Resonant b) Zivan K2 Heater: None DC/DC Converter:Todd LV/PC-20 Instrumentation:a) E-Meter b) Percent Charge Gauge Top Speed: 60 mph Range: Was 40 miles, now 30 miles with 3 year old batteries Seating Capacity: 2 adults + Tools & ladder, Parts Curb Weight: 3020 pounds, 1260 Front- 1740 Rear Tires: 145/80R10 RIKEN Tires This is a commercial conversion done by Jet Industries in 1980. It was based on a Subaru glider, and never was a gasoline powered vehicle. I have been useing this van for 6 Years 6 days a week. ---------------------------------------------------Comparing Gas and Electric Scott Cornell of Mountain View, California, did a side-by-side comparison of his gasoline-powered 1980 VW Rabbit and his battery-powered 1975 VW Rabbit. He included fuel and maintenance costs, and extrapolated actual figures gathered over a two-year period for a projected 10-year, 100,000-mile life span. His figures came to almost 19 cents per mile for the gasoline car and 14 cents per mile for the electric car. Cost of operation over 10 years and 100,000 miles '80 VW Rabbit Gasoline '75 VW Rabbit Electric Batteries (15 batteries every two years for the EV) $135 $3,500 Brakes at 50,000 miles $200 $200 Fuel(35 mpg, $1.38/gallon; 3 miles/kwh, 10�/kwh) $3,943 $3,333 Purchase price(car and parts) $7,100 $6,000 Maintenance $1,077 $150 Resale value -$1,500 -$1,500 Tires (at 50,000 miles) 200 200 Insurance(Gas, $720/year)(EV, $120/year) $7,200 $1,800 Total Cost per mile Carbon pollution (in pounds)
$18,555 18.5 cents 17,140
$13,683 13.7 cents 11,640*
*Carbon pollution calculations assume electricity is generated by a natural-gasfired steam power plant. In Scott's region, electricity is generated primarily from hydroelectric dams, which produce zero carbon emissions.
============================= Sambar history: In February, 1961 arrived the Subaru Sambar with a 356 cc rear engine, there was a swing axle with torsion bar springs at the rear, the wheelbase was 167 cm and a van was added in March, 1962. This was the first Kei class minivan among the main manufacturers, it had a rather dumb looking front end. In about 1966 came the second generation Subaru Sambar, now with the wheelbase enlarged to 175 cm, a truck became available by March, 1967, and there was a panel van. Styling was typical for Kei minivans of those years. In about 1970 the rear swing axle was replaced by one with semi-trailing arms and torsion bar springs. In the export this vehicle was called later Subaru 360. Then in February, 1973 arrived the third generation Subaru Sambar, now with a wheelbase of 173 cm, and side sliding doors, the styling was more mature, the pickup was deleted. In May, 1976 the engine grew to 490 cc and it was called Subaru Sambar 5, the vehicle was lengthened to 303.5 cm (truck also 310.5 cm) and the width became 134 cm (wider front bumper and truck deck). In the export it was still called Subaru 360, later Subaru 500. This generation Subaru Sambar was widened to 139.5 cm by May, 1977; the wheelbase was now 182 cm (extra length behind the front door), the length 319.5 cm, the engine 544 cc. It was initially called Subaru Sambar 550. For the first time in the Kei industry a high-roof van was added in 1979. In 1980 came a 4-wheel-drive with a wheelbase of 180.5 cm. In the export the vehicle was known as Subaru 600. In 1982 came the 4th generation Subaru Sambar, still with rear engine, the wheelbase was now 180.5 cm for all models. The styling was neat, rather square as typical in this period. The pickup was no longer available, a high-roof truck was. In Japan the van was now called Subaru Sambar Try. A 544 cc supercharger engine became available later. A more passenger-car-like Subaru Domingo high-roof van with 997 cc, later 1189 cc engines and coil springs at the rear was added in October, 1983. It had a length of 341/342.5 cm and a width of 143 cm. This vehicle would stay available well after the release of the next generation Sambar. In the export the engine became a 665 cc and the vehicle was called Subaru 700 (length 322.5 cm). The larger versions were called Subaru E10 and Subaru E12 respectively. March, 1990 saw the introduction of the 5th generation Subaru Sambar/Sambar Try, in time for the new regulations. So the length grew to 329.5 cm, the wheelbase to 188.5 cm while the engine became 658 cc; all models had now coil springs at the rear. The irregular window belt line made the vehicle look a bit complicated. By 1991, a less commercial van version arrived, called Subaru Sambar Try Dias. By 1992 the 'Try' suffix was deleted. In 1994 arrived a retro version, called Subaru Sambar (Dias) Classic (Dias with a blinded rear side window), in 1997 also as a truck. Only in June, 1994 arrived the Domingo based on this generation with a length of 352.5 cm and a width of 141.5 cm, 1189 cc. This vehicle was called Subaru Libero in the export. In February, 1999 in time with the new regulations a semi-front end was added for safety reasons resulting in a length of 339.5 cm, while the body was widened to 147.5 cm with a minor change in the panelling; the busy belt line was put straight. The Sambar Dias has its own front end as has the Sambar Dias Wagon Classic. The Domingo is no longer available. ======================================
--------------------------------Jet Industries Electra-Van. Posted by David G. on 3/6/2004, 8:27 pm 67.4.68.34 Here's a desciption of the Electra-Van (which was built out of Subaru Sambar vans, in the late 1970s.) "One outstanding new electric vehicle design is the Electra-Van from Jet Industries, Austin, Texas. This 2,350 lb (1060 kg) light utility/pleasure 5-door van carries 960lbs (435 kg) of lead-acid batteries. The 15hp 3800-rpm DC traction motor uses a solid-state controller and a 4-speed transaxel. Top speed is 55mph (88 km/hr); acceleration is zero to 30mph (48km/hr) in 9 seconds. Cruising speed is 38mph (61km/hr)and range is 60 to 100 miles (96 to 161 km). The gross vehicle weight of the Electra-Van is 3,250 lbs (1470 kg). For more information contact: Jet Industries, 4201 South Congress, Austin, Texas U.S.A." This was taken from the book "The Complete Book of Electric Vehicles" by Sheldon R. Shacket. It also has two pictures of the van, one of just the van, and another of the assembly line that shows no less than 16 vans being finished up. ------------------------------European name was : Subaru mini Jumbo and it was not popular at all in France. (or jumbo mini van) ---------------------------------This is a great 2 page sales brochure of the Subaru Jumbo Mini Van. This is a small MiniVan from Subaru which was named Jumbo for the Ducth market. Rare!
-------------------------------Ev Archive for June 2001 1927 messages, last added Wed Aug 08 18:52:41 2001 [Date Index][Thread Index] Re: Electravan specs. * * * * * *
To: [email protected] Subject: Re: Electravan specs. From: Dave Goldstein
On Sun, 3 Jun 2001 13:05:18 -0300 william glickman
Industries Model 500 Electra Van, and the much more widely-produced Jet 600. All of the Electra Vans that I have seen (and I was factory-trained on the 600 model) were equipped with GE 20 HP serieswound motors rated for 4900 rpm. The original controllers were GE EV-1 SCR (Silicon Controlled Rectifier diode) units adapted from forklift technology and rated for 450 amps. I have never seen a PMC brand (the predecessor of Curtis) transistor controller on any *factory-original* Jet Electra Van. PMC transistor controllers and Prestolite DC series motors were used in latergeneration Jet "Electricas" -- 96 volt Ford Escort and Mercury Lynx EV conversions. The batteries of that era (early 1980's) were standard 6 volt golf cart batteries rated for 100 minutes at 75 amps. Standard golf cart batteries today are rated for 106 minutes at 75 amps, although many owners choose to replace them with the "T-125" (125 minute) battery or equivalent from either Trojan or US Battery, or the Interstate Battery equivalent which is made by "US". You are correct about the Subaru 4 speed transmission, which was fairly well-matched for the GE motor and vehicle weight (not published, estimate ~ 2,900 lbs) but noted for a *weak reverse gear* that would inevitably become *stripped* by the relatively sudden startup surge from the SCR controller -- a problem that was not (pardon the pun) rectified until the introduction of smoother transistor controllers in later years, after Electra Van production had ended. Therefore, it is likely that the PMC transistor controller that you saw was a *retrofit* -- possibly by a fleet mechanic in one of the DOE (US Department of Energy) EV Demonstration Vehicle fleets of that era. Austin, Texas-based Jet Industries is long gone, the victim of a con artist scheme in the mid-80's that began as a buyout and ended with plundered assets and jail time for the "buyer". But Jet Electra Vans -- and the later Electricas -- are fairly rugged and well-built, and many are still on the road today. Weak points to look out for: Undersized brakes and battery cables, the aforementioned stripped reverse gear, broken rear coil-over springs, and missing or seized ventilation fans on the motor and battery compartment (easily replaced from a boat or RV dealer.) The ride is somewhat harsh (owing to small tires and wheels and overtaxed suspension) and
the SCR controller-motor combination "sings" in different keys as you move the accelerator pedal, but even after all these years, the Electra Van is still fun, practical and entertaining to drive! Regards, Dave Goldstein President, EVA/DC and Program Development Associates, EV Consultants Gaithersburg, MD USA --Last year I traveled 300 miles over another three day weekend from Glastonbury, CT up through northeastern Massachusettes with my 108 volt Jet Industries ElectraVan. I recharged after 50 miles in Webster, MA, 50 miles in Boxborough, MA, 25 miles in Brookline, MA, 25 miles back at Boxborough, MA, 50 miles at a Dairy Farm Ice Cream business after returning from Lowell, MA, 50 miles at Webster, and finally 50 miles back home. None of the recharging locations were official EV charging outlets. I have encountered a 15amp 115 volt outlet, a 20amp 115 volt outlet, a 15 amp 230 volt outlet, a 30 amp 230 volt dryer outlet, and a 50 amp 230 volt welding outlet. I carry cheater cords for each of these configurations. You never know which outlet you might need to use. Later, Bill, Glastonbury, CT. -------Jet Industries Electra Van 600 Picture at http://home.jps.net/~kenhuck/electravan3%20sideviewsmall.JPG Year / Model: 1980 Electra Van 600 Factory built on: Subaru Rex 550 / Subaru 600 Van chassis Color: White with Blue Stripe Top Speed: reported as 60 MPH ( load dependent ) New pack range: 30+ miles at 55 MPH, 40 miles at 45 MPH Present range: 17+ miles Factory converted by Jet Industries, Austin Texas VIN #: K87L-06682 Mileage: 18918 Curb Weight: reported as 3020 pounds, 1260 Front, 1740 Rear * Extensive Documentation ( owners and service manuals ) * 4 passengers with 32 cubic feet of cargo space or 2 passenger with 68 cubic feet of cargo space Cargo bed: 65.35" long, 48.03 wide 102 volt propulsion pack 17 - 6 volt, size t-105 flooded lead acid batteries ( pack weighs 1122 lbs ) Lester charger with 115 and 230 Volt charging GE EV1 SCR controller rated at 350 Amps Dimensions: 64.37" tall, 54.92" wide 135" long
Ground Clearance: 7.5" Transmission: 4 forward & 1 reverse with clutch Instrumentation: Percent Charge Gauge, Current Meter
Wheel base: 55" side to side & 72" front axle to rear axle Very compact can go most anywhere Condition: Body Good, sun damage to vinyl seats and some trim Includes: up to 5 hours of onsite technical support. (i.e. charging setup) and 5 hours of telephone support. Call Ken or Amica now at land 408-223-130 or cell 828-273-5334 You can own this fine electric vehicle for only US$ 3,995 st ev ev1 electravan Jet battery powered Ken Huck, Susten Systems, San Jose, CA, 828-273-5334w, 408-223-1303h [email protected] -----------------To subscribe to the Jet Electravan 600 Owners list, send an e-mail to [email protected] and in the body of the message put "subscribe EV600-L". To unsubscribe send to the same address and say "unsubscribe EV600-L". The Electravans were a series of vehicles converted to electric power by Jet Industries in Texas in the late 1970's and early 1980's in Texas. The Electravan 600 was based on a small Subaru van -----------------All 360s have 10" wheels with 2 piece rims with tubes. Mini Coopers also have 10" wheels. They came in three main body styles, the sedans, vans, and pickups. The sedans came two different ways, white, regular, and yellow or red, the sport model. There are also less popular models that have been privatly imported. These include, station wagons, convertibles, utility sedans, and some one off models. Our members own some of these lesser known models. CT > ------------------------------------
Query Results from the ADS Database Retrieved 1 abstracts, starting with number 1.
Total number selected: 1.
@ARTICLE{1979STIN...8028656M, author = {{McCluskey}, R.~K. and {Arias}, J.~L.}, title = "{EPRI/SCE testing and evaluation of electric work vehicles: Jet 500, Volkswagen Type 2, DAUG Type GM2, and Battronic Minivan}", journal = {NASA STI/Recon Technical Report N}, year = 1979, month = dec, volume = 80, pages = {28656-+},
adsurl = {http://adsabs.harvard.edu/cgi-bin/nphbib_query?bibcode=1979STIN...8028656M&db_key=INST}, adsnote = {Provided by the NASA Astrophysics Data System} } Title: EPRI/SCE testing and evaluation of electric work vehicles: Jet 500, Volkswagen Type 2, DAUG Type GM2, and Battronic Minivan Authors: McCluskey, R. K.; Arias, J. L. Affiliation: Southern California Edison Co., Rosemead. Journal: Unknown Publication Date: 12/1979 Category: Electronics and Electrical Engineering Origin: STI NASA/STI Keywords: ELECTRIC MOTOR VEHICLES, PERFORMANCE TESTS, DATA ACQUISITION, FAILURE ANALYSIS, PAYLOADS, RELIABILITY ENGINEERING Bibliographic Code: 1979STIN...8028656M
During the first 11 months of the EPRI/SCE Electric Vehicle Project, four electric vehicles (EVs) were tested and evaluated: the Jet Industries Electra-Van Model 500, the Volkswagen (VW) Type 2 Electrotransporter, a VW Type GM2 Transporter with DAUG electric drive, and the Battronic Minivan. The project emphasized road testing of these vehicles to acquire data on their useful driving range, performance, and reliability. Each vehicle was driven more than 1000 miles along SCE-selected test routes to determine the effects of different terrains (level, slight grades, and steep grades), traffic conditions (one, two, three, and four stops/mile and freeway), and payload. The vehicle component failures that occurred during testing are itemized and described briefly, and assessments of expected field reliability are made. Other vehicle characteristics and measurements of interest are presented. The data base on these test vehicles is intended to provide the reader an overview of the real world performance that can be expected from present day state-of-the-art EVs.
-------------------------------1980 Jet Industries Electra Van (Donor Body 1980 Subaru 600) Batteries: 17-6 Volt Deep Cycle 220AH (Golf Cart Style) Motor: Transmission: 20.9 HP GE DC Motor 4 Speed Original W/Clutch System Voltage: 102 Volts
Charger:
K&W 120 Volt AC
Specifications: Top Speed: 65 MPH Acceleration: Very Good Range: 50 Miles Recharge Cost: 25 miles on 50 Cents of Electric Recharge Time: 5-12 Hours (Depending on house wiring and Depth of Discharge) Battery Life: 4-10 Years (Previous owner drove 15,000 miles before replacing batteries) Battery Replacement: 17 @ $80.00ea = $1,360.00 (About $130.00 per year) Major Options: Heater (Electric) Upgrade Size 12� Wheels
(Original 10� Size Wheels)
------------------------------------------------LOOK AT DC-DC CONVERTER BELOW Owner: George Allen Location: Redding, California USA Base Vehicle: 1980 Subaru 600 Micro-Van Motor: 20 hp General Electric Series Wound DC Drivetrain: Original 4 speed transmission with clutch Controller: General Electric EV-1 SCR Type Batteries: 17 US2200 Flooded Lead-Acid 6 volt batteries System Voltage: 102 Volts Charger: a) Lester 120/240 volt Ferro-Resonant b) Zivan K2 Heater: None DC/DC Converter: Todd LV/PC-20 Instrumentation: a) E-Meter b) Percent Charge Gauge Top Speed: 60 mph Range: Was 40 miles, now 30 miles with 3 year old batteries Seating Capacity: 2 adults + Tools & ladder, Parts Curb Weight: 3020 pounds, 1260 Front- 1740 Rear Tires: 145/80R10 RIKEN Tires This is a commercial conversion done by Jet Industries in 1980. It was based on a Subaru glider, and never was a gasoline powered vehicle. I have been useing this van for 6 Years 6 days a week. ----------------------------Electronic full text is not currently available. Title Vehicle test report: Jet Industries Electra Van 600 Creator/Author Price, T.W. ; Wirth, V.A. Jr. Publication Date 1982 Feb 15 Report Number(s) DOE/CS-54209-9 DOE Contract No. AI01-78CS54209 Resource/
Doc Type Technical Report Resource Relation Portions of document are illegible Research Organization Jet Propulsion Lab., Pasadena, CA (USA) Subject 330300 -- Advanced Propulsion Systems-- Electric-Powered Systems; ;ELECTRIC BATTERIES-- BATTERY CHARGING;ELECTRIC BATTERIES-- PERFORMANCE;ELECTRICPOWERED VEHICLES-- ELECTRIC BATTERIES;ELECTRIC-POWERED VEHICLES-PERFORMANCE;ELECTRIC-POWERED VEHICLES-- PERFORMANCE TESTING; CONTROL EQUIPMENT;ELECTRIC MOTORS;EXPERIMENTAL DATA;VANS Related Subject DATA;ELECTROCHEMICAL CELLS;EQUIPMENT;INFORMATION;MOTORS;NUMERICAL DATA;TESTING;VEHICLES Description/ Abstract The Jet Industries Electra Van 600, an electric vehicle assembled by Jet Industries, Inc., of Austin, Texas, was tested at the Jet Propulsion Laboratory`s (JPL) dynamometer facility in Pasadena, California, and at JPL`s Edwards Test Station, located near Lancaster, California.^The tests were conducted between May 8, 1979 and January 30, 1980.^These tests were performed to characterize certain parameters of the Electra Van 600 and to provide baseline data that can be used for the comparison of improved batteries that may be incorporated into the vehicle at a later time.^The vehicle tests concentrated on the electrical drive subsystem; i.e., the batteries, controller, and motor.^The tests included coastdowns to characterize the road load and range evaluations for both cyclic and constant speed conditions.^A qualitative evaluation of the vehicle`s performance was made by comparing its constant speed range performance with those vehicles described in the document titled, State-of-the-Art Assessment of Electric and Hybrid Vehicles.^The Electra Van 600 range performance was approximately equal to the majority of the vehicles tested in that 1977 assessment. Country of Publication United States Language English Format Pages: 47 Availability NTIS , PC A03/MF A01. OSTI Identifier OSTI ID: 5436571; DE82014403 System Entry Date 2001 May 13 -------------------------------------------------------------------------------------Electronic full text is not currently available. Title FMVSS (Federal Motor Vehicle Safety Standard) 212/219/301 testing of electric vehicles - Electra Van 600, EVA Pacer. Final report Creator/Author Yee, R. Publication Date 1979 Aug 01 Report Number(s) PB-80-212020 DOE Contract No. DOT-HS-5-01104 Resource/ Doc Type Technical Report Research Organization Dynamic Science, Inc., Phoenix, AZ (USA) Subject 330300 -- Advanced Propulsion Systems-- Electric-Powered Systems; ;ELECTRIC-POWERED VEHICLES-- IMPACT TESTS;ELECTRIC-POWERED VEHICLES-- SAFETY; FIRES;FUEL SYSTEMS;TESTING Related Subject MATERIALS TESTING;MECHANICAL TESTS;TESTING;VEHICLES Description/ Abstract This report presents the results of two electric vehicle-to-NHTSA Fixed Test Device head-on crash tests.^These tests were conducted to determine if the vehicles would comply with the fuel spillage requirements of Federal Motor Vehicle
Safety Standards (FMVSS) 301, Fuel System Integrity, the windshield retention requirements of FMVSS 212, and the windshield zone intrusion requirements of FMVSS 219.^The standard fixed barrier was replaced by the 40-load cell NHTSA Fixed Test Device.^The electric vehicles tested in this report were: Electra Van 600, manufactured by Jet Industries, Inc., Austin, Texas and EVA Pacer, manufactured by Electric Vehicle Associates, Cleveland, Ohio.^The Electra Van 600 was tested on June 13, 1979, at a speed of 30.34 mph, with the following results: (a) FMVSS 212 - 100% retention failure, (b) FMVSS 219 - inconclusive due to FMVSS 212 failure, (c) FMVSS 301 - 16.7 oz measured in 5 minutes, estimated 7 gallons lost during 90 degrees rollover.^The EVA Pacer was tested June 14, 1979, at a speed of 30.53 mph, with the following results: (a) FMVSS 212 - 2.5 in. of windshield separation, (b) FMVSS 219 - 9/16 in. into lower right corner of windshield protected zone by hood corner, (c) FMVSS 301 - 0.33 oz collected transimpact, 27 oz during 90 degrees rollover.^Tank completely drained after 180 degrees roll.^Small fire occurred immediately after impact. Country of Publication United States Language English Format Pages: 179 Availability NTIS , PC A09/MF A01. OSTI Identifier OSTI ID: 6559419 System Entry Date 2001 May 13 -------------------------------------------
---------------------------Date: Sun Dec 26, 2004 9:20 pm Subject: Re: Long Range Van on E-bay? ADVERTISEMENT > Don't know if I buy the 100 mile rating, but based on it's size and the fact > that it packs 17 6v batts, I'd be willing to belive 60-70 if you keep it in the > 45mph range. > I owned one of this style of ElectraVans; other than the difficulty getting spares and usual tiny car safety issues, you'd need a very deep cycle and a Lee-Hart-is-a-hotrod-kid driving attitude to get 60mi on city streets. The same seller posted a shunt motor/contactor system from Kaylor a few times where he considered electronic controllers "cutting edge"...don't know where this EV fits on that continuum. ==================================== Jet 500 Electravan Jet 600 Electravan This vehicle was a converted Subaru minivan. At least 100 were produced. Two were purchased by the Canadian federal government for a demonstration project, and subsequently sold in New Brunswick to 2 individuals. One was scrapped for parts and the other converted back to gasoline power.
------------------------------------* 4 passengers with 32 cubic feet of cargo space or 2 passenger with 68 cubic feet of cargo space Cargo bed: 65.35" long, 48.03 wide 102 volt propulsion pack 17 - 6 volt, size t-105 flooded lead acid batteries ( pack weighs 1122 lbs ) ------------------------------------------------------Re: 22,400 Miles on T-125s and Still Going Strong! * * * * * * *
To: Multiple recipients of list EV <[email protected]> Subject: Re: 22,400 Miles on T-125s and Still Going Strong! From: Sunbelt JJ <[email protected]> Date: Fri, 16 Jan 1998 15:07:32 EST Organization: AOL (http://www.aol.com) Reply-To: Electric Vehicle Discussion List <[email protected]> Sender: Electric Vehicle Discussion List <[email protected]>
I'll try to avoid a commercial (because Trojan is one of our product lines) but my two cents should allow some folks food for thought in a pack selection. We're an independent distributor, so we can, and do, buy whatever the market and application requires. My first EV setup was a 108V string of T125's that I competed with and also used on a daily basis in commuter service fueling an ADV 9" & Curtis 1221B in a @3000# GVW vehicle. Assuming fair, warm (it is AZ after all) weather; the vehicle was rocksteady good for 60 mile range commuter operation (usually about 115-120Ahr under EV loads) and "egg-footing" could produce close to 90 miles. Rally competitions ("ultra-egg-foot") +100 miles (180Ahr). Problem was, I got bored with it's very diesel-like acceleration (reminiscent of a Peugeot Diesel that was in the family, but not for long...). In light of my commuting mission requirements that averaged 23 miles/day I had way too much battery so after about 3 calendar years and 20K miles I retired them. Tear down analysis indicated them to be at 50-70% of their cycle life. Forgot to mention; charging was a steady diet of off-board Lester Electrical 108VDC nominal, utilizing the 208/220VAC input exclusively. Water requirements at 30-45 day intervals for most of the operating time. If you have a commute requirement of +50 miles on a DC system; it's hard to beat a battery setup using those modules as a balance of cost, life and performance. Expect to pay @9-17% more for a Trojan Dp Cycle product compared to another mfr with the same electrical spec. Believe me, it works out that way whether you're buying 6 or a truckload, and in most applications for that product type, it's worth it. The T145's are a little higher in capacity, but MUCH higher in cost. The 8V T875 is my personal favorite in flooded units, comprising some range but offering better voltage/performance in the same footprint. Jesse Sunbelt Battery Co. Re:22,400 Miles on T-125s and Still Going Strong
-----------------------------------------Gardner L. Harris wrote: > > Generally speaking, regen braking results in about a 20% range extension. > ... In the last week we've heard 1.25% and 20% estimates. From private email exchanges I've been assuming real world is between 5% and 10% depending on many factors. Has anyone done any extensive real world tests with and without regen with the same vehicle over a consistent route and similar driving habits? Of course, many data points over the variable factors would be even better. As it is, one figure says no way it's worth it. Another says marginal at best. Another says go for it. It looks to be one of those EV religious issues. Symon query Re: Regen Benefits
=-=-=-=-=-=-=-=-= BATTERY BOX =-=-=-=-=-=-=-=-=
Lee Hart said: > Lawrence Rhodes wrote: >> the Electra van's back battery box... is crumbling in my hand. > > I assume its the usual problem of flooded lead-acid batteries in a steel > box? The acid from the batteries has seriously rusted away all the steel > it touches. > > I don't know of any paint, undercoating, powdercoat, or truck bed liner > that will block battery acid indefinitely. All they do is slow down the > rate that the acid gets at the metal. And all it takes is one scratch, > crack, or pinhole for the acid to get at the metal under the coating. > Then the corrosion can begin, and spreads under the coating. > > So, coatings just *delay* the inevitable. I'd only depend on them when > you've decided it only has to work for X amount of time. > >> I'm thinking a custom wood floor would be better. It should absorb >> any acid and protect the bed. > > Wood is even worse! Sulfuric acid disolves cellulose; and wood is
mosty > cellulose! So is cotton, which is why battery acid eats holes in your > jeans. > >> Maybe welded plastic box inside the metal one? > > This is what I would use. A seamless or welded-seam plastic container > for the batteries, that sits inside the steel box. The steel provides > the strength, the plastic keeps the acid away from it. Almost all > plastics are acid-proof. > -> "Never doubt that the work of a small group of thoughtful, committed > citizens can change the world. Indeed, it's the only thing that ever > has!" -- Margaret Mead > -> Lee A. Hart 814 8th Ave N Sartell MN 56377 leeahart_at_earthlink.net > > -I my experience with electronics, Polyethylene cracks and becomes brittle over time and exposure to heat. It is also quite cheap in comparison to Teflon- However how many manufacturers do you know that make something last forever? Also Polyethylene becomes brittle in extreme Cold. Teflon has allot of advantages as you can freeze it in Liquid nitrogen and turn around and dump it in a 300 degree Celsius oven with out malformation. It molds at 450 degrees Celsius. And it lasts. --- Christopher Robison <[EMAIL PROTECTED]> wrote: > > > > > > > > > > > > > > > > > > > > > > > >
Is this true for all plastics? For example, these folks' business is polyethylene acid storage containers: http://www.polyprocessing.com/ Teflon sounds like a nifty idea though -would make it easy to scoot batteries around in the box. :o)
sure
--c.r.
Bruce Weisenberger said: > I work in Semiconductor industry where we use Acids > and solvents. Plastic and Ceramic would not be the > best. Telfon Or Quartz will form proper barrier for > long term useage. Teflon tank would probably be best
> > as quartz is expensive and cracks when stressed. > > Teflon is a thermal bonded material which can be > > welded with high temp heat air welder. And you can > > find a variety of molded shapes an sizes available > > that are mold injected. > > > > --- Roland Wiench <[EMAIL PROTECTED]> wrote: > > > >> One thing you can add to your battery box, is > baking > >> soda! Before you > >> install the batteries in the box, put a bed of > >> baking soda about 1 inch > >> thick. You can get a big box of soda from a big > box > >> store. > >> > >> Before I did this, the bottom of the batteries > would > >> have some wet ness from > >> condensation, which than would track the acid > from > >> top of battery to bottom. > >> > >> I had the boxes coated with acid proof epoxy > paint, > >> which the acid still > >> remove in some areas. > >> > >> I then recoated the entire boxes with that > porcelain > >> paint that is put on > >> cast iron sinks, put new bed of soda. The bed of > >> soda seems to set the > >> batteries better. Without this, the bottom of > the > >> batteries would have some > >> rub or wear marks. > >> > >> This coating or some type of poly coating, is put > on > >> hot using a two hose > >> line that mixes as it is spray on. This company > >> makes tanks that hold acid, > >> so I thought I give it a try. > >> > >> After doing this mod to my battery boxes, about 4 > >> years ago, the boxes and > >> batteries are still very clean. > >> > >> Roland > >> > >> -------------------------------------------------------------
=-=-=-=-=-=-=-=-=-=-=-=COLD WEATHER AND HEATERS =-=-=-=-=-=-=-=-=-=-=-=-
It can be cold up here in Canada!
Rev Consultants has many years experience with operating electric vehicles in the cold Canadian climate. If the vehicle is properly prepared, satisfactory performance will be maintained even at -40 deg C.
REV Consultants Ltd. can make your EV work in the cold. * * * *
By By By By
designing insulated and heated battery boxes. supplying special synthetic oils and lubricants. keeping the salt out. designing and/or supplying passenger compartment heating systems.
-The EVs tested were a 1986 Pontiac Fiero, owned by Mr. Fred Green, and a 1987 VW Jetta , owned by Mr. Richard Lane. Both conversions featured a 96 volt deep cycle lead acid battery pack (16 Trojan T-125) enclosed in specially designed boxes with thermal heating.
The Fiero which had a two year old battery achieved a hot range of 57.5 KM. It was then fully recharged and moved into the cold room and parked with only the battery heaters plugged in for a period of 18 hours. The range achieved in the cold test was 52.9 KM. Only an 8% reduction! The performance was a little sluggish during the first cycle but improved during the second and following cycles. This confirmed Mr. Green's experiences having driven his electric Fiero through two winters at temperatures as low as -27 deg. C. -The test was conclusive that with proper design of the battery boxes, selection of an efficient drive train and cold temperature lubricants the electric vehicle can be used in winter climates without the range reductions as claimed by many of the
opponents to EVs. ----------------------------------While cold weather does not usually prevent the use of an electric vehicle (the test vehicles were used even during the worst of this year's snowstorms), extreme temperatures do reduce the travel range by one-third to one-half. Project participants also complained that the cars' heaters didn't keep them warm enough on extremely cold days. The industry is attempting to address these problems. Battery technology is the primary limiting factor for electric cars. The lead acid battery, standard equipment in the Solectria production models, allows a range of only 35 to 70 miles between charges. The more advanced, and more expensive nickel cadmium battery has a range of 100 miles. Nickel metal hydride batteries go for up to 175 miles, but cost even more. --------------------------------Re: Lead Acid and Cold Weather * * * * * *
To: EVL <[email protected]> Subject: Re: Lead Acid and Cold Weather From: Bruce EVangel Parmenter
Ed, I had Mike Slominski install battery heater plates under all my batteries. They are connected to thermostat so I can set the temperature to 90 F before going to bed and wake up to warm batteries in the morning. There were POSTs about battery warmers way back, so you could search the EV List archive http://geocities.com/ev_list Some POSTs were from our Northern state EV drivers who would go and buy heater plates in Canada for a very good price. But a quicky search with keywords battery heater warmer gives http://google.yahoo.com/bin/query?p=battery+heater+warmer&hc=0&hs=0 I don't need to even have warmers in this area except for weird weather (like this month), but I put the money into them for the betterment of EV drivers to see a good way to implement battery heaters. It has shown that the two four battery heaters in the front, need a heater plate under each battery, but the large rear battery box (twelve batteries) really only need heaters under the out side perimeter of batteries. Since I have batteries under all of the rear batteries that box gets hotter than the front batteries. It also has proven the thermostat works really well. I would not put heaters on my batteries without a thermostat, otherwise you run the risk of overheating/cooking your batteries. A trick the old timers in the EAA would use is to warm their
batteries the night before a rally/race with an electric blanket. So, you might consider purchasing an electric blanket just for your batteries. You could then tuck your batteries in at night and tell them a bedtime story :-) -----------------Subject: Comments: To: In-Reply-To: Content-Type:
Re: Heater/defroster ideas? [email protected]
Rob: I use two ceramic heaters in my van. One to heat the cab while pluggged in to 110 volts after the battery is charged. It is 1700 watts of heat and keeps the van very warm even whild parked outside at about 10 degrees f. the second heater is identical but modified. It has a 12 volt muffin fan instead of the 110 volt muffin fan so the fan runs on the 12V and the ceramic heater runs on 102 VDC. I mounted it under the dash on the passenger side and disconnected the hose that comes up from the gas heater. I just use the normal fan switch to defrost the windows -----------------------------------Subject: Comments: To: In-Reply-To: Content-Type:
Re: Heater/defroster ideas? [email protected], [email protected]
I use a "Vidal Sasoon" hair dryer. Large, higher quality hair dryers tend to be quieter than small ones. It runs well off my 96 Volt pack. Most hair dryers, popcorn poppers, etc. have motors that run fine on DC. I switch it off by pulling its plug out of a standard outlet that's mounted in the cab -- I taped up the dryer's own switch because it would get fried otherwise. Use two hair dryers if it's desperately cold out -- It's amazing how great that hot air feels if you pump it directly inside your coat :) If the heat doesn't keep up with the window fog, crack open a window to let out some moisture. Robb On Mon, 13 Dec 2004 23: -Subject: Comments: To: In-Reply-To: Content-Type:
Re: Heater/defroster ideas? EV600-L -- Jet ElectraVan 600 Owners List <[email protected]> <[email protected]> text/plain; charset=us-ascii
It starts off at 9 Amps but drops significantly when I'm going up steep hills :) So I get about 850 Watts out of a 1600 Watts hair dryer. That's about right since I'm running at only 96 Volts. 850 Watts is fine because I have the van's cab isolated with a Lexan divider behind the front seat. If I was in a colder part of the country instead of here on the Wet Coast, I'd probably run two hair dryers. I sure like my new clamp-on :) Robb On Wed, 15 Dec 2004 07:48:44 -0700, Michael A. Radtke wrote: > >I like your idea. How much current does Vidal draw?
-----------------------------------------Hi All, I was just going to point out, those ceramic heater elements aren't very hard to find. I picked up two (as complete heaters) at Bud's (where all the returned items from Walmart end up) for $10 each. They had been returned defective because one rattled and the other had a cracked case. It was more than a little fun to install, but it works so well I removed the gasoline burning heater. Just don't do what I did, and try to use a golf cart selenoid for a switch. It handled the current just fine, but the arc at it up. Find a real 20 amp 120 VDC rated relay. I picked up several through C&H for $6.95 each. Last year we had a discussion on 12 volt delay timers and I don't recall anyone finding anything cost effective. I built a rather silly "Rube Goldberg" set up for my car to automatically preheat it . It is just a 12 hour mechanical timer switch from an attic fan and a 12 volt relay. It sure is nice to come out of work on a snowy day and find a nice warm and completely defrosted car waiting for me. I would like to find a more precise digital timer but for now this is fine. I added a page on my website with details of the timer, the parts, and the wireing diagram. Enjoy (or throw rocks). Thanks, Mike Chancey [email protected] See My Electric Car at: http://www.geocities.com/RainForest/Vines/5565/ Re: Hair dryer heaters -----------------------------------------Mike, you and I are on about the same path. I'm also using ceramic heating elements from dismantled heaters and relays from C & H. My EV, a Ranger pickup, has two of the 1500-watt ceramic heater elements and two relays. 3000 watts really does quickly defrost the glass and take the chill out of the cab. I haven't considered using a timer to preheat the EV. But I have done a little with using 120 AC for preheating. If the heater runs on AC with the fan on high for 15 minutes before driving the car, we probably won't bother to run the heater on DC later. Using the heater this way doesn't reduce the range of the EV. (Nit pickers might point out that the fan running on 12 volts does use some energy from the 12-volt battery which has to be made up by the dc-dc converter. But, that's small stuff compared to the 3000 watts drawn by the heeater elements). My wife and I are really pleased with the heater in the Ranger. It's truly a pleasure to have hot air for heat and defrost immediately rather than after driving several miles. --------------------------------------------> Last year we had a discussion on 12 > volt delay timers and I don't recall anyone finding anything cost > effective. Guess it depends on how you define "cost effective." I haven't tried it, but Lee Hart's suggestion to use an automatic setback heating thermostat sounded like a good one to me. They can be had for $40 or so (less of you don't mind trusting the cheap crap from China). They keep time on pencells or 9v batteries and have relay closures good for a few amps. An old clock radio might be adaptable, too.
You'd have to keep it in the
garage, connected to 117vac, though. -----------------------------------------------
------------------------------------------------------------
I have documentation on the heater. It is an Espar (Ebersparker). I don't know the model number offhand, but the heater matches the documentation. ->Thanks, >Mike yes over 42 miles every day. My Dunlop batteries are over 5 years. I have just put the bus away for the winter. They use too much salt on the roads here in Ohio and I do not want to drive in it. I will be getting new batteries in the spring. Espar is still in business you know. I have vary little on that heater. I think you are correct in suspecting a fuel problem. You may have a small air leak causing the heater to lose its prime. Rob.
=-=-=-=-=-=-=-=-=-= HYDROGEN VENT FANS =-=-=-=-=-=-=-=-=-=
Ev Archive for January 1998 1241 messages, last added Wed Aug 08 18:41:31 2001 [Date Index][Thread Index] Smoke detectors? * * * * * *
To: Multiple recipients of list EV <[email protected]> Subject: Smoke detectors? From: "D. Russell Graves"
Are fans really needed in a garage? Or do we need CO detectors instead! Got a great use for those nifty little CO detectors. Some of us have ICE vehicles and I hope awl of us have an electric jobby or two. Well a friend of mine has one and uses it a lot. More often than any ICE vehicle , anyways. I know, so what. Well he decided to charge his batteries and decided to wake
up to turn it off. Oops! Guess he was a little more tired than he expected. His alarm went off. So he tried to silence the smoke detector and still he heard the nasty tone so he took out the battery. Wow, it must have a large capacitor to keep on making that heck of a tone still. It finally dawned on him maybe it was the see oh , detector and sure enough it was and ut oh! The garage! Yup those big batteries were making enough hydrogen to make his house real light. Good thing hydrogen rises and pilot lights are low. But still the CO detectors can sense Hydrogen just fine also. First alert has one to give and approximate PPM reading for $40.00. You know according to the NFPA and NEC article 625, "Hydrogen is a colorless, odorless, tasteless, nontoxic flammable gas. At atmospheric pressure, the flammable range for hydrogen is approximately 4 to 74 percent by volume in air." As quoted in the NFPA book. So it be a great idea to have a small fan, sized according to the 625 and maybe a small investment in a CO detector is good also. BTW there are actual specific hydrogen detectors on the market also but the CO detectors work pretty good too. I hope this is not a major negative on our real safe EV's. You can idle an ICE vehicle in the garage and make CO and CO2 and for real, be DEAD. At least with a major over charge you will make a lot of water if it finds a spark. Some call it dihydrogen monoxide. Another friend who isn't on the EV list blew up his whole pack of batteries too and I have the remains of T-145. I never knew hydrogen could totally destroy a case and a totally enclosed battery box. His little one was on the tailgate when he rolled out of the garage and then he started his truck. And I am sure you know the rest of the story there. Daughter was ok though. ************************** Smoke detectors?
=-=-=-=-=-=-=-=-= BODY AND SEATING =-=-=-=-=-=-=-=-=
--------------------------------------From: Russell Levine
looks like a perfect fit for the back of my ElectraVan. Next, I'll tear out all the carpeting and foam "seat" on the battery box, use paint-on truckbed liner outside (and maybe even inside) the battery box, then I'll tackle working my new back seat into place. And does anyone want my Espar gas heater? I also plan on taking that out and using a 1500-watt ceramic heater (lower output at 102V, but it's a small cab!). -----------------------------------------------------------------------------------Hello, In trying to help me out, Robb Zuk
2-2
He offered me his part at a more than reasonable price. I researched the information that Robb gave me and found that the part was a front bumper end cap for all Plymouth Horizons and Dodge Omnis through 1982. The part is no longer available from Chrysler. I picked up the part at a local U-Pull-It for about $4. of stuff and the guy said $7 for all of it.)
(I had a bag full
Thanks for listening, and special thanks to Robb. Mike
Phoenix AZ
------------========================================== Hello, Recently, Don Davidson asked about replacing the lenses on these. I whined that I needed to replace these as well because mine were cracked. It doesn't rain much in Phoenix, but I finally figured that I ought to chase down a water leak. It turned out to be one of the parking lights. I determined that they were too rusty to even bother to try a repair and it was time to search out replacements. You may recall that I mentioned that my lights were not original to the Subaru body. I assumed that this was because Jet needed to meet some DOT standard and replaced them. However, it could be that someone else replaced them later, so yours may be different. The holes for my lights were cut with a "nibbler" and looked like: ---------------------| / | / ------------------The maximum dimensions were 5.5 X 2.0 inches.
I found that a company called Maxxima made a number of lights in a 2 X 6 inch format. I decided on a #M20395Y, 18 LED amber light. When I went to search for them, I found a fellow in ebay selling them for $12.50 each. I bought two. When the lights arrived, I went to work removing the old lights and cutting the openings to 2 X 6 inches. I made simple brackets to mount the new lights using the original mounting holes from the old lights. I built the brackets so that about 0.25 inch of the rear of the lights protrude through the sheet metal. I then sealed the edges, front and back, with silicone. The old lights had two bulbs; one for turn and one for park. The new lights had one logical bulb. However, when I tested the new lights, I discovered that they had polarity protection in the form of an input full wave bridge rectifier. The effect of this is that the lights light with either polarity voltage between their input wires. They have no ground connection. Since the LED lights draw so little current, I was able to connect the new light wires just like the old ones. This means that with the headlights off, the lights are off because neither wire has voltage. When the turn signals are on, the lights light as expected because the ground return is through the existing incandescent lamps in the parking light circuit. When the parking lights are on, the same is true, but the ground return is through the bulbs in the turn signal circuit. If both the turn signals and the parking lights are on, the new lights flash, but with their on and off reversed. The new lights are transparent. This allows outside light in. I'm not sure whether this is good or bad yet. I can always cover the lights on the inside, but so far it hasn't proved distracting. Mike -- Phoenix, AZ ==============================
=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-= CLEANING - GENERAL MAINTENANCE =-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=
-----------------------I almost fell out of my chair laughing when you mentioned Scott Cornell's windex-as-a-cleaner suggestion. Last night, I tore all through the house looking for a spray bottle that I could load up with water and baking soda. I gave up, muttering something like "great, all we have is this half-full Windex bottle?" Just a bit *too* ironic. I'm sure when I mention this to my spouse tonight (degree in chemistry), my spouse will look at me with the "what, are you, an idiot?" expression: "It's ammonia, Zig. You figure it out." And people say high school chemistry isn't useful... ---------------------------------Ron Freund had an article, �Tuning your EV for maximum range�. He recommends checking battery terminals for tightness, be sure your interconnects are at least 2/0 cable, check your wheel bearings and lubricant. Make sure you don�t have a dragging brake, Be sure your differential has the lightest-possible lubricant (In cold weather the differential can become a real drag), check your battery tops for sulfuric-acid mist accumulation, check your wheel alignment, and make sure you have a properfunctioning charger.
-----------================================== But alas, there is another barrier. That transmission is just too ugly to bolt that beautiful electric motor to it! I tried three cans of degreaser on it. I tried laundry detergent. I have tried hot water and soap. I have scraped it with chopsticks. While it is a slightly lighter shade of black, and has a few tantalizing metal colored areas, it is still filthy! Is there a miracle degreaser out there?
-Not sure exactly how bad yours is, but I cleaned mine up with a couple cans of carbuerator cleaner. Get a brush and a tooth brush for those small crevices and get after it. It depends on how bad the grease is. If that fails there's always brake cleaner, but there's no guarantee this won't be too aggressive. -Scrub and power wash the tranny to remove any loose rust and all of the grease. Castrol Engine Degreaser (comes in a purple 1 gallon bottle, available at most Auto parts places) works well here. Don't get any on your skin, it burns. Once the tranny is clean enough, do what the hotrod crowd does... paint it. Mask off the shaft openings and set the tranny standing up on the bell housing. On the MR2 we used a three coat color changing metallic paint but nearly anything spray paint will work. The high temp paints made for engines are best but not really required. Once painted and dry wrap in plastic and foam to protect the paint job during installation. For best results you are supposed to use a aluminum compatible primer. We found acetone based "etching" automotive primer worked pretty well too. Use in a _very_ well ventilated area. -> > > > >
This is an extreme store and get some it off really good does a really nice Rod
measure, but stop by your dollar oven cleaner. Make sure you rinse since it is very corrosive, but it job of cleaning up the nasty stuff.
-If you can't get the tranny to a steam cleaner, definitely give the Simple Green a try. Not only is it remarkably effective, but it is also environmentally friendly. -------------------------------------Paint, that works good, is Rust-Oleum Appliance EPOXY Ultra-Hard Enamel in spray cans. You do not need any primer. The colors available, depends on the store you go to. I used black on all the suspensions, brakes, drive line, rear axle, motor in very shiny gloss black that you can see you self in. It has very good filling over rough areas. In between the black componets, I used stainless color over the aluminum adapter plates, drive lines, accessory drive units, inverter alternator units and aluminum aluminum chassic boxes. The fiberglass boxes and battery charger compartments are done in white epoxy. This paint is fantastic, I went to a car show, where a hot rod was painted with this paint to a mirror finish. Everybody thought it was done by a custom paint shop and hours of color sanding.
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