|Location||Livermore, California US map|
|Vehicle||1986 Pontiac Fiero GT|
|Motor||ABM 4 DGF132Md-4 3-Phase AC|
Semi-custom low voltage AC motor from ABM Greiffenberger used in the forklift industry. Bought from ABM Drives Inc. in Ohio, ABM P/N 191.635.000. With the 102V lithium pack and a 650A controller, each motor will put out about 58 Hp, with a peak torque around 120 ft-lbs each. With the 84V lead acid battery and 550A controller, each motor will put out about 45Hp. Peak torque is about 110 ft-lbs each. Max rpm is about 6000rpm.
|Drivetrain||Mid engine, Dual AC electric motors belted together and connected to a clutch and the original 5 speed transmission.|
72-96V 650A 3 phase AC induction motor controller. One is used for each motor.
|Batteries||64 CALB/Skyenergy SE100AHA, 3.20 Volt, Lithium Iron Phosphate|
Using centralized mini BMS from Clean Power Auto.
|System Voltage||102 Volts|
|Charger||Manzanita Micro PFC-30|
Universal input 30A in, 40A out
|Heater||DBK HR series PTC heater (bought from KTA). Works okay with the air being recirculated. Pulls between 1.0 - 1.5kW depending on the fan speed.|
|DC/DC Converter||Curtis 1400E 72/96-1211|
Main battery voltmeter
12V battery voltmeter
Battery state of charge gauge
Shift light (programmable)
Check Engine light for fault codes
All the instrumentation is OEM and driven through an opto-isolator by the Curtis 1238R-7601 controller.
|Top Speed||120 MPH (193 KPH)|
Not yet tested. Highest speed run so far is 90 mph and it was still accelerating pretty quickly. The simulation shows a top speed around 120 mph.
|Acceleration||Measured data with lithium pack (1 cell removed from each pack for NEDRA voltage class):|
0-60 mph <8.0 sec (measured at 30% SOC with two adults)
Set NEDRA SC/G record on 7-Jun-13:
1/8th mile: 10.063 sec @ 68.904 mph
1/4th mile: 15.766 sec @ 86.401 mph
Measured data with lead acid pack:
0-60 mph in about 11 sec
Will do a modest burnout in first gear. NEDRA SC/G record set on 17-Nov-07 with both battery packs in. I ran 4 runs with no charging (the fouth was just as quick as the first) and still could run over 20 miles afterwards.
1/8th mile: 11.409 sec @ 59.824 mph
1/4th mile: 18.028 sec @ 74.269 mph
|Range||50 Miles (80 Kilometers)|
Estimated with lithium pack:
~40 miles on the freeway
~60 miles around town
Measured with the lead acid pack:
~25 miles on the freeway
~45 miles around town
|Watt Hours/Mile||370 Wh/Mile |
Measured at the wall for normal driving at 60 mph including full accelerations.
|Seating Capacity||2 adults|
|Curb Weight||3,180 Pounds (1,445 Kilograms)|
Estimated Weight with Lithium pack: Total 3180 lbs, Front 1370 lbs, Rear 1810 lbs, about 440 lbs over the original weight.
Measured Weight with Lead Acid pack: Total 3780 lbs, Front 1670 lbs, Rear 2110 lbs, Same 44%/56% weight distribution as original but about 1000 lbs heavier.
|Tires||Continental ProContact EcoPlus|
|Conversion Time||About 600 hours|
|Conversion Cost||Total around $21k.|
Motors $1k each.
Batteries + BMS $9k
Donor car $4k
Controllers $1k each
Suspension and brake upgrades $1k
Wiring and misc. parts $1k
Note this cost is only for the car in its present configuration. This does not count money spent on the previous lead acid battery pack.
|Additional Features||The brake pedal controls regen braking and blends it with the mechanical brakes. A switch on the clutch disables the regen braking so it is easy to shift when the clutch is pressed.|
For safety, a separate start button was added that must be pressed after the keyswitch is turned on (and the driver can not be on the throttle).
For fun, a high performance switch was added to switch between normal driving mode and a more aggressive drag race mode.
|This car was built using 84V AC forklift motors and controllers which are cheaper than some other AC options. I got this on the road for the first time in August 2007. Since then I have had to improve the motor mounts after the motors ripped themselves loose and replace the battery they damaged. I am slowly working on the rest of it, but driving it as I go.|
I had some problems with the Odyssey 2150 batteries. I vented one when running around 1400A from one pack repeatedly for relatively short cycles (~30seconds) with short rests (~30 seconds). I also damaged one due to charging imbalances. I installed Rudman regulators on the front pack and the powercheq dc/dc balancers on the rear pack and have had no problems since.
Update January 2012: I have blown the transmission for the second time. It is clear I need a stronger transmission. In the process of finding one.
Update August 2012: I put in the Getrag 5 speed in May and it has worked fine so far. My lead acid pack wore out and I upgraded to CALB SE100AHA cells and changed the controllers to the 1238-7601 model at 157,710 miles.