| Owner | Carl | ||||||||
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| Location | Laguna Beach, California United States map | ||||||||
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| Vehicle | 1973 Porsche 914 Converted Porsche 914 to full electric. Rust free 1973 car fully restored. Already sold.... | ||||||||
| Motor | HPEVS 2 x AC35 - 144V 3-Phase AC This is two AC 35 motors assembled into one motor housing, using 2 controllers (500 A each). 165 horse power. HPEVS makes this. link to the power graph: WebPage /> 35x2/144%20volt/imperial/ac- 35X2%20144v%20imperial%20peak%20data.pdf | ||||||||
| Drivetrain | uses original 5 speed transaxle with extra internal bracing. Uses larger CV joints, as original failed. Uses a stage 2 clutch to handle the torque. | ||||||||
| Controller | Curtis 2 controllers, 500 amps each Curtis 1239-8501 HPEVS Dual AC-35 Brushless Motor Kit - 144 Volt. Link to where I bought my motor (and the people that converted it most recently): WebPage /> cPath=8&osCsid=136mk7372dcu6005ie4k1la6a6 | ||||||||
| Batteries | 90 CALB/Skyenergy 100ah, 3.2Volt, LiFePO4, 3.20 Volt, Lithium Iron Phosphate 28.8 kWh capacity. The batteries are split into 2 packs of 45 so that each pack feeds one controller, each at about 144 volts average. | ||||||||
| System Voltage | 144 Volts | ||||||||
| Charger | 5kw full charge from empty in 6 hours at 220V. | ||||||||
| Heater | Twin 1500 watt hair driers | ||||||||
| Instrumentation | Custom built but original appearance. | ||||||||
| Top Speed | 125 MPH (201 KPH) Tested to 100mph and would go 125 at 5500 rpm. However, with low rolling resistance tires which are not made for that sort of speed, I won't be doing that and wouldn't do it anyway on public roads. It's the acceleration I enjoy anyway, not top speed. | ||||||||
| Acceleration | 5 point something. Probably 5.5. Feels fast anyway! Has surprising pull up to 5000 rpm. Redline set at 7200. Would like to test the 0- 60 and 1/4 mile accurately at some point. | ||||||||
| Range | 160 Miles (257 Kilometers) conversion to AC is recent. In normal driving, I conducted a detailed range test which was about 40% freeway at 65 to 70mph, and 60% city with many stop lights. At 140 miles, my battery gauge indicated zero, but the no-load voltage was still 3.17 volts. The batteries can run down to 3.00 volts at no load, so there should be another 20 to 40 miles at least without going below 3.00 volts. Drove 80 miles at 60mph at exactly 50% battery reading, so about 160 plus 20 = 180 total at that speed. The added 20 is because the battery gauge is conservative. | ||||||||
| Watt Hours/Mile | 180 Wh/Mile 28,000 watthours/160 miles = 180 Of course, driven harder, this is a bigger number. | ||||||||
| EV Miles |
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| Seating Capacity | 2 adults | ||||||||
| Curb Weight | 2,700 Pounds (1,227 Kilograms) weighed on professional scales on each wheel. Rear is 1400 and front is 1300. This is 52% rear and 48% front. | ||||||||
| Tires | P185/65R15, Michelin Energy Saver Green X | ||||||||
| Conversion Time | A lot. | ||||||||
| Conversion Cost | The motor and controllers alone cost almost 9 grand. | ||||||||
| Additional Features | Bigger brakes (Willwood) to handle the extra weight. New black leather interior. Fiber optic line from charger light to a more visible location. Targa top still fits in the rear trunk over the battery pack. The regeneration is wonderful. It's set at 37% normally, but when I hit the clutch, it drops to 13% for smooth shifting (the tach drops similar to an Internal Combustion engine). I have a switch on the dash to turn the regeneration on and off, which I use a lot. EV West also installed a sensor on the brake pedal so that as I press the brake pedal, regen kicks in even if I have the main regen turned off. | ||||||||
| I cannot take credit for this conversion. I bought the car from the person that originally converted it and it is pristine throughout. I'm told that the car was bought in 2006 with 146,000 miles on it and converted to lead acid electric and driven 3,000 miles. Then converted to LiFePO4 between 2009 and 2011 and driven about 2000 miles. I bought the car summer of 2013 and drove it 3000 miles without realizing how often the brushes needed to be changed or the hassle involved. I almost wore through the brushes. Furthermore, the torque of the current DC motor is so high that I worried about damaging the transaxle and I longed for regenerative braking. So I had the car converted to AC power. Specifically to a Dual AC-35-144V motor and twin controllers, which puts out 165 hp and 190 lb-ft of torque. It was a big job because the battery pack needed to be reconfigured to put out less voltage, EV West (in San Marcos, Ca) did this for me. They are awesome. I highly recommend them. | |||||||||
1973 Porsche 914
“Silvia”
Last Updated 10-15-2018
Copyright © 1997-2024 by Mike Chancey