OwnerJohn Westlund
LocationSt. Louis, Missouri United States map
Email email image
Vehicle1969 Triumph GT6+
MotorNetgain WarP 9 Series Wound DC
9"
DrivetrainTriumph TR6 transmission and differential (not overdrive)
ControllerCafe Electric Zilla 1K
(planned)
Batteries25 Optima 750 DS, 12.00 Volt, Lead-Acid, AGM
Yellow Top (planned)
System Voltage300 Volts
ChargerManzanita Micro PFC30
(planned)
HeaterCeramic (planned)
DC/DC Converter
Either multiple Vicors or Todd (planned)
InstrumentationE-Meter (planned)
Top Speed140 MPH (225 KPH)
simulated
Acceleration0 to 60 MPH in 6 seconds (simulated)
Range100 Miles (160 Kilometers)
simulated to 100% DoD at 65 MPH
Seating Capacity1 adult comfortably, or 2 cramped together
Curb Weight2,600 Pounds (1,181 Kilograms)
planned, now 1780 with 403 pound engine
Tires175/70 R 13 GoodYear Invicta GLR low rolling resistance (planned)
Conversion Time2 years projected
Conversion Costabout $12,000 for parts. $8,000 if I scrounge
Nickname isn't chosen yet, but I'm planning on stripping off the yellow paint job that was temporarily placed to protect the car from rust, and after getting the body cleaned, rust free, and re-primed, painting it a dark British Racing Green lacquer, like what the Jaguar D-Types were painted. If I go this route, I will be naming the car "Greenpeace". Stock drag coefficient of a Triumph GT6 MkI or MkII is .32 according to the racers I've spoken with, based on the .39 figure for the convertible Spitfire from "Streamlining and Car Aerodynamics" by Jan P. Norbye. Through covering the top 1/2 of the rear wheel wells, installing a full underbelly, closing off the grille from the inside with sheet metal, using a more aerodynamic mirror, removing the radio antenna, shaving the door handles and replacing them with an electronic system, shaving off the rain gutters, removing the chrome strips, removing the side vents, taping up all seams, installing one single rally style windshield wiper, replacing the stock bonnet with a LeMans style bonnet, and lowering the car about an inch closer to the ground with a racing suspension, it is realistic to expect a .25 coefficient of drag if that .32 figure is accurate. With the GT6's small frontal area of only 14.9 square feet, this would give me an exceptionally efficient EV with both performance and range (Range only when pussyfooting it though. I'd only need 25 battery Amps at 60-65 mph, if I do 100-150 Amp accelerations, it will cut into range some, if I do 800 battery Amps for acceleration, well, lets just say Puekert will rear his ugly head). Then there's managing to fit such a huge pack of batteries into such a tiny car. It can be done, but I need to do calculations to see how it would effect my weight distribution, center of gravity, and handling. I want about 50/50 weight distribution. Plus GVWR is 2,350 pounds. If I use fiberglass components and lexan windows for a weight reduction, however, I'll be able to bring the car down from the 2600 planned conversion weight to something more closer to GVWR at about 2,400 pounds, weight including driver. Add to this planned low rolling resistance tires. I am also going to install lower friction wheel bearings, adjust the alignment for 0 camber, machine the brakes down to be perfectly round, install aluminum LeMans style racing wheels, all of which will cut parasitic drag. Overall, this would be a nicely built EV, with range and performance in the same car, although you may not be able to use both at the same time, at least not until a lithium polymer battery pack is installed, however long away it may be. Hopefully it will be a notorious car in my neighborhood, just what I need in order to convince others an electric car is a viable option today, especially if it will be able to smoke its tires and dust off a Porsche Boxter or Chrysler Crossfire. After the car is built, I'm going to buy aeolic and photovoltaic systems to keep her charged with, and to power the house as well.

code by jerry