WArp 9 MountedOLd lead acid pack configuration...Working on new Leaf modules...
OwnerJohn Nicholson
LocationSouth Hadley, Massachusetts US map
Web/EmailWebPage email image
Vehicle1984 Toyota 2WD Pickup
4 6V batteries in front, 20 in the rear.
MotorWarfield Warp 9 Series Wound DC
EVSource RPM sensor on the tailshaft.
DrivetrainCAN-EV transmission adapter with balanced flywheel and Stage 3 ceramic clutch plate on the stock W-52 transmission.
ControllerCafe Electric Zilla 1K HV
Hall-effect pedal used for input. CANEV liquid cooling kit.
Batteries24 Crown CR-225, 6.00 Volt, Lead-Acid, Flooded
Conventional automotive style posts with additional screw terminal off to one side. Battery boxes are insulated.
System Voltage144 Volts
ChargerDelta-Q Technologies 912-7200
Two isolated 72 volt chargers, one on each half of the battery pack, mounted in the cab behind the seat.
HeaterLooking into a hot water heater system using the existing heater core for this winter.
DC/DC ConverterIota DLS-55
Comes on with keyswitch via Tyco LEV200 contactor, connected to 12 v SLI battery, voltage shift switch on dashboard.
InstrumentationGauges from Electro Automotive: 6-16V for SLI battery monitoring, 0-500 motor amps, 115-175 battery volts. Added rpm gauge to dash.
Top Speed65 MPH (104 KPH)
This conversion was done as a daily commuter and doesn't need to go more than 50 mph.
AccelerationAbout the same as with the 4 cyclinder ICE (much better going down hills!).
RangeStill checking but difficult without the Link10 installed. Monitoring with a Kill A Watt meter seems to indicate about 23 kWh for the 45 mi. RT to work in hilly terain (~450 Wh per mile). Note: new commute is only 15 miles on flat terain.
Watt Hours/Mile~450 Wh/mi. at about an average speed of 45 mph in hilly terrain.
EV Miles
Current:15,000 Miles (24,135 Kilometers)
Seating CapacityTwo and a half.
Curb Weight4,080 Pounds (1,854 Kilograms)
Weighed at a salvage yard.
TiresUsed, second set with studs.
Conversion TimeStarted 5/23/08, first test ride in March 2010, passed inspection 5/7/2010. Welding the battery frames and truck frame repair took the most time.
Conversion Cost$12K and stopped counting.
Did get a nice tax refund (Form 8910).
See additional photos at Webpage above. Next battery pack will hopefully be lithium based. Finally got charging arrangements at work and commuted (45 Mi RT) for the first time on 11/3/10.
6/10/11 I moved closer to work and the trip is now cut to 16 miles one way. With charging at work and flatter terrain, I hardly see any drop in resting battery pack voltage by the end of the trip. Summer temperatures require that I use fans to cool the battery boxes due to the insulation.
11/5/17 I took the truck off the road when it was time for a new lead acid pack a few years ago to wait for lithium based battery prices to drop. The change over to Leaf modules is just about done now and I'll add details on how I was able to keep almost all the old components at some point.

code by jerry