EVAlbum

This is an unofficial photo album for members of the EV Discussion List, an email based forum on electric vehicles. More information here. Click YOUR EV menu to add or edit your own EV listings.

Current Total 1207 Vehicles

Following are S-10 only. Click on Pictures

1982 S-10 City of Albuquerque

Last Updated 11-17-1998

Owner	City of Albuquerque, New Mexico
Location	Albuquerque, New Mexico USA ^map
Email
Vehicle	1982 Chevrolet S-10 short bed pickup
Motor	Advanced DC FB1-4001 Series Wound DC 9"
Drivetrain	original 4 speed manual transmission
Controller	Curtis 1231C
Batteries	20 Trojan T-125, 6.00 Volt, Lead-Acid, Flooded
System Voltage	120 Volts
Charger	Lester off-board
Heater	Electric
DC/DC Converter	Sevcon
Instrumentation	E-meter
Top Speed	65 MPH (104 KPH)
Range	65 Miles (104 Kilometers)
Seating Capacity	2 adults
Curb Weight	3,900 Pounds (1,772 Kilograms)
Tires	radials
Additional Features	air conditioning

1983 S10 Tom Stockebrand

“Lotsa Watts”

Last Updated 05-12-2006

Owner	Tom Stockebrand
Location	Holmes Beach, Florida USA ^map
Vehicle	1983 Chevrolet pickup long cab
Motor	Advanced DC FB1-4001 Series Wound DC 9"
Drivetrain	Original 4 speed transmission
Controller	DC Power Systems Rex 600 Amp
Batteries	24 Trojan T-105, 6.00 Volt, Lead-Acid, Flooded
System Voltage	144 Volts
Charger	Manzanita Micro PFC20B on-board
Heater	None (Florida!)
DC/DC Converter	Todd
Instrumentation	a) Voltmeter b) Ammeter
Top Speed	65 MPH (104 KPH)
Range	55 Miles (88 Kilometers)
Watt Hours/Mile	450 Wh/Mile
EV Miles
Seating Capacity	2 1/2 adults
Curb Weight	4,900 Pounds (2,227 Kilograms)
Tires	radials
Additional Features	a) Power Brakes b) Tilt Bed

1984 S-10 Ben Fratto

“Redemptoris Missio”

Last Updated 07-24-2007

Owner	Ben Fratto
Owner's Other EV	1986 Ford Escort
Location	Merchantville, New Jersey USA ^map
Web	WebPage
Vehicle	1984 Chevrolet S-10 long bed
Motor	Advanced DC FB1-4001A Series Wound DC 9" dual shaft, rated 19 kW continuous, 75 kW peak (25/100 HP)
Drivetrain	original 4 speed manual transmission
Controller	DC Power Systems 600 DCP 600, 156V max, 600 amps peak
Batteries	26 Trojan T-125, 6.00 Volt, Lead-Acid, Flooded Currently 8 mounted under the hood and 18 in a fiberglass enclosure in the bed. I plan to install battery boxes under the bed to get back space and improve stability.
System Voltage	156 Volts
Charger	Zivan NG-3 13 Amp constant output for bulk charge is 90% efficient. Charger is Automatic, Isolated, and fairly quick. Uses 220 VAC. Built a BadBoy listed described at WebPage which works off of 120 VAC for opportunity charging.
Heater	Electric. Used for defrost and heating cabin.
DC/DC Converter	DC Power Systems 30 Amp It both charges the 12 Volt accesory battery and has isolated 12 V output to the E-meter
Instrumentation	Voltmeter E-Meter temperature probe on motor
Top Speed	70 MPH (112 KPH)
Acceleration	0-30 in 15 seconds 0-40 in 30 seconds 0-60 in 60 seconds (hmm, need more power). Good for a 600 amps controller
Range	50 Miles (80 Kilometers) higher range in summer
Watt Hours/Mile	350 Wh/Mile average commute with traffic lights, Southern NJ mild and rare hills, 67 mph max.
EV Miles
Seating Capacity	2-3 adults
Curb Weight	4,500 Pounds (2,045 Kilograms) approx 2880 lb weight w/o batteries and 1584 lb for battery to weight ratio = 1/3
Tires	I have 4 of them.
Conversion Time	Purchased 3rd hand.
Conversion Cost	$5,500 purchase
A fun and clean car that does its job after 14 years since its conversion. It takes little maintenance, performs reliably, and still has more range than I have tried to get out of it. The EV Grin is often present. Its been on highways, city traffic, hills, Earth Day displays, and more.

1984 S-10 Eric C. Krofchak

“SuperTruck”

Last Updated 05-28-2007

Owner	Eric C. Krofchak
Location	Cedar Grove, New Jersey USA ^map
Email
Vehicle	1984 Chevrolet S10 S10 Solar Truck
Motor	Advanced DC Shunt Wound DC 9"
Drivetrain	5 speed Manual
Controller	DC Power Systems Raptor 600
Batteries	24 Saft STM 5-140, 6.00 Volt, Nickel-Cadmium, Flooded
System Voltage	144 Volts
Charger	Home built
Heater	Electric 1500 Watt
DC/DC Converter	DC Power Systems
Instrumentation	E-meter
Top Speed	65 MPH (104 KPH) I've gone as fast as 85 mph, but thats going downhill. Moderate uphills max 45-50 mph. Steep hill max 25 mph
Acceleration	Fair-poor. 0-60 around 40 seconds
Range	40 Miles (64 Kilometers) With moderate driving. Driving hard about 30-35 miles. Driving really conservative around 50 miles
Watt Hours/Mile	300 Wh/Mile A steady 50mpg on a flat stretch of highway usually consumes around 250Whr/mile.
EV Miles
Seating Capacity	2 adults (3 if really close friends)
Curb Weight	3,500 Pounds (1,590 Kilograms) Gross estimate
Tires	Michelin Energy MXV4. Actually had better performance with the trucks previous tires but thought these would do better, unfortunatly I was wrong but I needed tires anyway.
Conversion Time	Purchased already converted. I added the batteries and solar panels.
Conversion Cost	$9000 converted truck $14000 batteries $1800 solar panels Seeing suckers pay $3/gal for gas - Priceless
Additional Features	Replaced all the trucks bulbs with led bulbs, If you ever consider doing this remember to get the biggest avaliable. The small cheaper low led count bulbs are way too dim. 28May07:Just built myself a pair of LED headlights. Dropped the trucks power usage by 60-70 watts. Not a huge deal but every bit helps.

1985 S-10 Mark Brueggemann

Last Updated 12-25-2001

Owner	Mark Brueggemann
Location	Albuquerque, New Mexico USA ^map
Web/Email	WebPage
Vehicle	1985 Chevrolet S-10 pickup
Motor	Advanced DC FB1-4001A Series Wound DC 9"
Drivetrain	original 4 speed transmission with clutch (lightened flywheel)
Controller	Auburn Scientific PC600-144 Kodiak
Batteries	24 Trojan T-125, 6.00 Volt, Lead-Acid, Flooded 6 front, 18 rear
System Voltage	144 Volts
Charger	Lester a) Lester Equipment Co. ferro-resonant transformer, custom control circuitry 240 VAC, 5 kW (off-board) b) 1 Kw 120 VAC (on board)
Heater	Ceramic Element
DC/DC Converter	Todd PC-40LV
Instrumentation	a)300 Amp ammeter b)200 Volt voltmeter c)Tachometer
Top Speed	75 MPH (120 KPH)
Seating Capacity	3 adults
Curb Weight	4,600 Pounds (2,090 Kilograms)
Tires	Goodyear Conquest Low Rolling Resistance
Additional Features	a)Tilt Bed b)Ham Radio Station in Cab c)Power Brakes

1985 S-10 Seth Murray

“DC Cruiser”

Last Updated 06-12-2006

Owner	Seth Murray
Location	Brunswick, Maine USA ^map
Web/Email	WebPage
Vehicle	1985 Chevrolet S-10 2.8L V6, 4 speed, 2 wheel drive short bed
Motor	Advanced DC FB1-4001A Series Wound DC 9"
Drivetrain	Original Chevy 4 speed, without clutch. I wish I still had the clutch
Controller	DC Power Systems DCP-600 Raptor
Batteries	20 Trojan T-145, 6.00 Volt, Lead-Acid, Flooded 4 batteries where the radiator was, and 16 in boxes under bed.
System Voltage	120 Volts
Charger	Lester 120/240 VAC ferro-resonant 25 Amp 120 Volt
Heater	1500W ceramic
DC/DC Converter	DC Power Systems DC-300
Instrumentation	500A and 60-160V analog meters, 500 Amp E-meter with RS-232 serial connection, Tachometer, DCP controller status LEDs, Heater LED, Vacuum guage for power brakes
Top Speed	80 MPH (128 KPH)
Acceleration	0 to 30 MPH in 8 seconds, (gas S10 I think is 7 seconds)
Range	50 Miles (80 Kilometers) average, 80 miles max
Seating Capacity	3
Curb Weight	4,200 Pounds (1,909 Kilograms) battery to total weight ratio is abut 1:3
Tires	Goodyear Conquest Low Rolling Resistance
Conversion Time	About a year, 320 man hours
Conversion Cost	$12,000
Converted in 2002 by a father-son team, Mark and Seth Murray, and competeted in the 2002 Tour de Sol. The truck was sold to a NJ commuter in 2003.

1985 S-10 Phantom Sol

“The Solar Black Bear”

Last Updated 07-29-2006

Owner	University of Maine Solar Vehicle Team
Owner's Other EV	Phantom Sol
Location	Orono, Maine USA ^map
Vehicle	1985 Chevrolet S-10
Motor	Advanced DC FB-4001 Series Wound DC
Controller	DC Power Systems
Batteries	27 Trojan T-145, 6.00 Volt, Lead-Acid, Flooded
System Voltage	162 Volts
Charger	220 VAC Battery Charger
Top Speed	75 MPH (120 KPH)
Acceleration	0 – 60 mph time of around 12 seconds
Range	100 Miles (160 Kilometers) Driving at moderate speeds (45 mph) it has a range of 80 – 100 miles.
Seating Capacity	3
Conversion Cost	Cost to convert one vehicle from gasoline to solar electric (based on value of 2001 dollars) - $5000 1 KW Solar Array (12, 85 Watt solar modules, current cost ~ $5/Watt) - $2000 Advanced DC Electric Motor and Bubba Contactor - $1200 - 2400 DCP Motor Controller (or equivalent) - $2400 Trojan T145 Batteries (24, 6 V batteries) - $1000 220 VAC Battery Charger - $ 400 - 600 Charge Controller / Optimizer for solar array (optional) - $1000 Hardware: 00 wire, lugs, flexible shield, mounting plates for motor and controller, vacuum pump and tank, small auxiliary battery for E-meters.
Additional Features	1. It has a fully usable bed with payload capacity of around 1000 lbs. 2. It can be driven at highway speeds if necessary with a top speed of around 75 mph and a 0 – 60 mph time of around 12 seconds. 3. Driving at moderate speeds (45 mph) it has a range of 80 – 100 miles. 4. It holds 3 passengers. 5. If one drives less than around 10 - 15 miles per day, then there is no need to plug in and charge up the batteries. The sun will provide all of your energy needs. 6. If one drives more than 15 miles per day, then the additional energy costs roughly 3 cents per mile or about 5 miles per Kilowatt-hr. 7. Very low maintenance. Just check battery water level once a month and transmission fluid as usual.
The Solar Black Bear - Performance Highlights From June 3 to November 3, 1999, the SSB traveled a total of 2446 miles on $75.60 worth of electricity (based on the utility @ $.14/KW, 414.7KWh). Assuming the price of gasoline to be $1.40 per gallon, a gas-powered car would have to get about 45.3 miles per gallon to compare, or operate at a cost of 3.1 cents per mile of travel. From June to November 2000, 2001 and 2002 the SBB traveled an average of 50-80 miles per week using only energy gained directly from the sun (about 10-15 miles of free driving per day). It cost literally nothing to drive and produced virtually no air pollution for a period of six months each year. Awards 2001, 2000 and 1999 NESEA American Tour de Sol 1st place in Solar Commuter Category (vehicles for practical daily use) 1st place Solar Fraction (how much of the vehicles energy comes from the sun) 2002, 2004 NESEA American Tour De Sol 1st place Solar Commuter Category - 2 Person Division 2003 NESEA American Tour De Sol 1st place Solar Commuter Category - 2 Person Division Most Solar Miles in One Day

1985 S-10 Steve Wilson

Last Updated 05-04-2006

Owner	Steve Wilson
Location	Hyde Park, New York USA ^map
Email
Vehicle	1985 Chevrolet S-10 pickup
Motor	Advanced DC FB1-4001 Series Wound DC 9"
Drivetrain	4 Wheel Drive 4 speed manual transmission with clutch
Controller	Curtis 1231C with cooling fans underneath
Batteries	20 US Battery 2300, 6.00 Volt, Lead-Acid, Flooded (T-125 type)
System Voltage	120 Volts
Charger	Lester 7740 Lestronic 7740 - 120LCR25-5ET ferro-resonant, (off-board)
Heater	electric hydronic 750 Watt (original core with 120 Volt electric water heater and circulator pump)
DC/DC Converter	12 Volt accessory battery is charged by a NAPA 6 Amp charger and an alternator coupled to the second motor shaft
Instrumentation	a) Cruising Systems KWH meter+ with RS232 data connection for a laptop computer b) 400A Ammeter c) 150V Voltmeter d) motor overtemp indicator lamp
Top Speed	70 MPH (112 KPH) level road
Range	25 Miles (40 Kilometers) to 35 miles useable, depending on terrain and temp
Watt Hours/Mile	400 Wh/Mile
EV Miles
Seating Capacity	2 adults
Curb Weight	4,500 Pounds (2,045 Kilograms) 51% front, 49% rear
Tires	Michelin XCX/APT P235/75R15 on OEM aluminum wheels
Additional Features	a) tilting bed with Craftec tonneau cover b) alternator regen charging of 12 Volt system c) power brakes with 12 Volt Gast vacuum pump system d) 120 VAC battery heater system in the boxes supplied via charger cable e) 12 Volt battery box ventilation system
Converted by EVermont Project from ICE at around 70K miles, now has about 86K miles. This is an extended cab version S-10 with the jump seats removed manual steering, no air conditioning, driveline retains original 4WD transfer case and front differential. Future upgrade plans: 1) new carpeting, seat covers, other detailing items 2) battery instrumentation 3) onboard charger system 4) complete the sound system 5) tachometer 6) 132V or 144V traction system (but then I'll need a new charger)

1986 S-10 Al Pugsley

“#21”

Last Updated 10-15-2006

Owner	Al Pugsley
Location	Prairie Village, Kansas USA ^map
Email
Vehicle	1986 Chevrolet S-10
Motor	Warfield Warp 9 Series Wound DC 9"
Drivetrain	5 speed without clutch
Controller	Curtis 1231C
Batteries	24 Trojan T-105, 6.00 Volt, Lead-Acid, Flooded
System Voltage	144 Volts
Charger	Russco SC 24-120 SO
Heater	none
DC/DC Converter	none- GM 1 wire alternator belt-driven from motor tail shaft
Instrumentation	voltmeter, ammeter
Seating Capacity	3 adults
Additional Features	belt-driven GM vacuum pump
Converted by Wayne Alexander of Electric Blue WebPage

1987 S-10 Brian Matheny

“Polar Bear”

Last Updated 07-09-2006

Owner	Brian L. Matheny (former owner, EV has been sold)
Owner's Other EVs	1986 Dodge Ram 50 1985 Toyota MR2
Location	Bellingham, Massachusetts USA ^map
Email
Vehicle	1987 Chevrolet S-10 pickup
Motor	Advanced DC FB1-4001 Series Wound DC 9"
Drivetrain	Original 4-speed manual transmission with Aamco Mercon V synth-blend ATF
Controller	DC Power Systems DCP-600 Raptor
Batteries	40 Trojan T-125, 6.00 Volt, Lead-Acid, Flooded in buddy pairs
System Voltage	120 Volts
Heater	Ceramic Element
DC/DC Converter	DC Power Systems
Instrumentation	a) E-Meter b) Pack Voltage (measured at controller) c) Motor Ammeter
Top Speed	75 MPH (120 KPH) in 4th gear
Range	120 Miles (193 Kilometers) summer, 80 winter (80% DOD)
Seating Capacity	2 adults
Curb Weight	5,250 Pounds (2,386 Kilograms) actual
This EV is no more. The components have been moved to another S-10 chassis after it was crunched. I got 32,000 EV miles out of it, 25,000 on the set of 40 T-125 which did another 20,000 miles for a total of 45,000! Sold it when the batteries died since I don't need it for commuting anymore.

1989 S-10 Jim Donovan

Last Updated 12-22-2001

Owner	Jim Donovan
Owner's Other EVs	1993 Soleq EVcort 1992 Chevrolet S-10 1995 Solectria Force
Location	Westwood, Kansas USA ^map
Vehicle	1989 Chevrolet S-10 pickup
Motor	Advanced DC FB-4001A Series Wound DC 9" dual shaft
Drivetrain	original 5 speed transmission with clutch
Controller	Curtis 1231C
Batteries	20 Trojan T-105, 6.00 Volt, Lead-Acid, Flooded
System Voltage	120 Volts
Charger	Bycan 120 VAC ferro-resonant (off-board)
Heater	Dual Ceramic Element 3.2 kw 120 VDC
DC/DC Converter	Todd PC-40LV
Instrumentation	a) 500 Amp ammeter b) E-Meter c) Tachometer
Top Speed	70 MPH (112 KPH)
Seating Capacity	3 adults
Tires	P215/70R14 Road Huggers
Additional Features	a) Power Brakes b) Power Steering c) Tilt Bed d) Battery Heating System e) AM/FM Cassette Stereo
This S-10 was converted by Dan Sulzer in Dubuque, Iowa.

http://www.austinev.org/evalbum/

1996 S-10 Alain St-Yves

King-Cab
“Le Véhicule Vert”

Last Updated 02-05-2007

Owner	Alain St-Yves
Owner's Other EV	1997 Chevrolet Cavalier
Location	Salaberry-de-Valleyfield, Québec Canada ^map
Web	WebPage
Vehicle	1996 Chevrolet S-10 extended cab
Motor	Advanced DC FB1-4001 Series Wound DC 9"
Drivetrain	Original 5 speed transmission
Controller	Curtis 1231C-8601
Batteries	24 Trojan T 105, 6.00 Volt, Lead-Acid, Flooded 215 Ah
System Voltage	144 Volts
Charger	Lester two offboard, a 120 VDC and a 24 VDC both 30 Amp 1 Onboard, transformer isolated, 1500 Watts 120 VAC, timer controlled
Heater	Custom made, 3 settings, 700,1400, and 2100 Watts
DC/DC Converter	DC Power Systems DC-300 used with a 12 Volt battery
Instrumentation	E-Meter
Top Speed	65 MPH (104 KPH) generally used at 50 MPH (80 KPH)
Range	40 Miles (64 Kilometers) electric only, up to 80 miles with 5kw generator assist. Range similar to conventional vehicle using 15 kw generator.
EV Miles
Seating Capacity	2 adults and 2 children
Curb Weight	4,600 Pounds (2,090 Kilograms)
Tires	Michelin X one 97 M+S max. 35 psi (I set at 40 psi)
Additional Features	a) Battery compartment is insulated and heated with 6 regular battery heater of 50 watts each. b) Bed Cover "Aerocover" brand, it's a light 3 section cover. c) 5 kilowatt DC generator, installed in the truck bed if required for longer range. Driven by an ICE 11 HP Honda. Gas consumption, 3.5 litres/hour.

1997 S-10 Ken Watkins

Last Updated 06-23-2007

Owner	Ken Watkins
Location	Lake Mary, Florida USA ^map
Vehicle	1997 Chevrolet S-10 Attached is a picture of the truck that I drive to work every day. It uses no gas, never needs an oil change and has no radiator or muffler. It produces no pollution and makes no noise. With few moving parts, maintenance is minimal. It costs $2.00 to drive 50 miles and has a top speed of 70 mph. This is my plug-in electric vehicle. An electric vehicle is ideal for a work car and around-the-town errands. It charges in 6-8 hours from a battery charger located in my garage. This provides enough energy to get me to work and back with short trips at lunch. Not only is it fun to drive, it was easy to build. I spent three months building it in the evenings after work. If you would like to know more about how you can own your own electric vehicle call me at (407) 805-0766.
Motor	Advanced DC FB1-4001A Series Wound DC
Drivetrain	5 speed manual transmission
Controller	Curtis 1231C-8601 (95-144Vdc) 500 Amp
Batteries	24 Trojan T 105, 6.00 Volt, Lead-Acid, Flooded
System Voltage	144 Volts
Charger	Zivan NG-3 Charger located in garage.
Heater	None, not needed in Florida
DC/DC Converter	Power-One
Instrumentation	60-160 V Voltmater 0-400 Ammeter Tachometer Controller Temperature gauge Acc. Voltmeter
Top Speed	70 MPH (112 KPH) 65 mph is the highest speed driven, it will go faster.
Range	50 Miles (80 Kilometers)
EV Miles
Seating Capacity	3 adults
Conversion Time	3 months
Conversion Cost	$15,000

1988 S-10 Joe Capowski

Last Updated 05-18-2007

Owner	Joe Capowski
Location	Chapel Hill, North Carolina USA ^map
Web/Email	WebPage
Vehicle	1988 Chevrolet S-10 Pickup Chevy S-10 with 2.5 litre, 4-cylinder Mitsubishi engine, with 118K miles when I bought the truck in 1999
Motor	Advanced DC FB-4001A Series Wound DC Common DC motor for conversions
Drivetrain	5 speed standard transmission, standard brakes, standard steering, mechanical speedometer.
Controller	Curtis 1231C, max current is 500 amps Mature controller, however I burned one out due to inadequate heat dissipation -- it's hot in NC. To not make the same mistake twice, I mounted a large heat sink on the bottom of the controller and blew air through its fins with two 5-inch electronics fans. The fans make no appreciable noise. Since then, I've been through three NC summers with no problems, knock on wood.
Batteries	20 Deka 8G24, 12.00 Volt, Lead-Acid, Gel There are two parallel strings of batteries, each with ten batteries in series. With this circuitry, it is important to buy all the batteries from the same manufacturing lot.
System Voltage	120 Volts
Charger	Home designed Three 50-volt, 4-amp power supplies in series followed by a home-designed voltage regulator to maintain the charger output at less than 141 volts.
Heater	Mounted on the top of the dash and aimed toward the center of the windshield is a five-inch electronics fan that blows air through a 1500 watt ceramic heater core. In our modest winters, it keeps the windshield clear, but it does reduce the range by about 10 percent.
DC/DC Converter	Curtis I don't remember The "prep" switch (see comments at bottom) connects the input of the DC/DC converter to the traction battery pack. While this simplifies the control circuitry, it means that the auxiliary battery is always being drained slightly through the output transistors of the converter. If the truck is idle for two weeks, the aux battery will drain sufficiently so that it will not power the relays that initiate the controller. This is a minor hassle; I must clip a jumper wire across the "prep" relay.
Instrumentation	Large, high quality Simpson analog 0-500 amps ammeter for motor current placed directly in front of the driver. It displays instantaneous current far better than any digital meter. I drive this meter. 0-15 Volts DC voltmeter that displays average battery voltage. From experience, I monitor battery voltage at 200 Amps; when it dips below 11.2 volts, I head home.
Top Speed	60 MPH (96 KPH) I don't drive on I-40, but there are no other limits. It would likely go faster, however a pickup has a poor aerodynamic shape, hence its energy consumption would skyrocket.
Acceleration	Slow -- it's a heavy truck, 3700 pounds with me and no other load
Range	40 Miles (64 Kilometers) Chapel Hill is, as its name implies, hilly. Hence much of the energy goes intoclimbing, thereby reducing range. I did not to install regenerative braking circuity, since its gain in range is only a few percent
EV Miles
Seating Capacity	2 adults
Curb Weight	3,540 Pounds (1,609 Kilograms)
Tires	Good quality Goodyear, but not special. Snow is not an issue here. During occasional wintery weather, the truck does very well due to the battery weight over the rear wheels.
Conversion Time	About 1000 hours, with most of that spent cleaning, painting, rebuilding the dashboard and rewiring the truck.
Conversion Cost	$3K for the truck and $8K for parts for the conversion
Additional Features	New Dashboard with good quality audio system.
I bought the truck knowing that I would convert it to an EV. I chose rust-free (available here in NC), standard steering and brakes, and lucked into a mechanical speedometer. This last feature made it possible for me to completely eliminate the truck's computer. I cut out the speedometer from the old instrument panel and mounted it in the new dashboard. I found that I would use about 10 percent of the original wiring harness, so I trashed it and rewired the truck; it was easy. At Bob Batson's suggestion, I left the clutch disk in the drivetrain, but it is permanently engaged. I removed the clutch pedal and its linkage. It is very easy to shift gears with the clutch permanently engaged. The clutch disk springs plus a new set of motor mounts provide an appropriate amount of flexibility to the drive train. Turning on the truck involves two dashboard switches. The Prep switch charges the capacitors in the controller through a resistor that limits inrush current, though it takes about five seconds to charge them. The prep switch also turns on the DC/DC converter to charge the auxiliary battery. The main switch turns on the big contactor and the fans that cool the controller. With both these on, the car can be driven. The key switch on the steering column has no electrical function; all it does is unlock the steering wheel.

1990 S-10 Kenneth Borove

Last Updated 12-01-2006

Owner	Kenneth Borove
Location	Freeville, New York USA ^map
Vehicle	1990 Chevrolet S-10
Motor	Advanced DC 9 Series Wound DC
Drivetrain	two wheel drive; 5 speed (T5); short box
Controller	Curtis 1221B
Batteries	20 East Penn Deka pro Master, 6.00 Volt, Lead-Acid, Flooded 20 hour rating is 215 amp hours
System Voltage	120 Volts
Charger	Zivan NG3; also original one that came with the Solar Car Corporation kit (ferro-resonant transformer design)
DC/DC Converter	Meanwell SD-200D doesn't work
Instrumentation	battery volts, motor amps
Acceleration	poor
Range	30 Miles (48 Kilometers)
Watt Hours/Mile	1000 Wh/Mile at the wall outlet
EV Miles
Seating Capacity	three
Curb Weight	3,600 Pounds (1,636 Kilograms)
Tires	average, don't even match
Conversion Cost	$10,800USD
Additional Features	aluminum wheels

1991 S-10 Paul Wallace

Last Updated 09-07-2001

Owner	Paul Wallace
Location	Portland, Oregon USA ^map
Vehicle	1991 Chevrolet S-10 standard cab 2.4L 2wd
Motor	Advanced DC FB1-4001A Series Wound DC 9"
Drivetrain	stock Borg Warner T5 transmission with EVCC adaptor and Clutchnet spring center clutch disk and pressure plate
Controller	Auburn Scientific PWC600-144 Kodiak
Batteries	Saft STM5-180R, 6.00 Volt, Nickel-Cadmium, Flooded 180 Ah
System Voltage	144 Volts
Charger	Zivan K2
Heater	ceramic heater core
DC/DC Converter	Todd PC-40LV
Instrumentation	E-meter with RS-232 port
Top Speed	70 MPH (112 KPH) as high as I've taken it
Range	45 Miles (72 Kilometers) tested, with about 20% left
Seating Capacity	2-3 adults
Curb Weight	3,500 Pounds (1,590 Kilograms) estimated
Tires	TigerPaw 15" low rolling resistance tires on alloy rims
Additional Features	metal work by Frank "the metal god" Albright contactors Pioneer stereo and CD changer with 6" Bazooka Tube subwoofer

1992 S-10 Jim Donovan

Last Updated 07-17-2006

Owner	Jim Donovan (former owner, EV has been sold)
Owner's Other EVs	1989 Chevrolet S-10 Tahoe 1993 Soleq EVcort 1995 Solectria Force
Location	Westwood, Kansas USA ^map
Vehicle	1992 Chevrolet S-10 pickup
Motor	Advanced DC 203-06-4001 Series Wound DC 8"
Drivetrain	Original 5 speed transmission with clutch
Controller	Curtis 1231C
Batteries	20 Trojan T-105, 6.00 Volt, Lead-Acid, Flooded
System Voltage	120 Volts
Charger	Bycan 120/240 VAC
Heater	Ceramic Element 1.5 kw 120 VDC
DC/DC Converter	Curtis 20 Amp
Instrumentation	a) 400 Amp ammeter b) Voltmeter c) Curtis Battery Gauge d) Hourmeter
Seating Capacity	3 adults (squeeze)
Tires	P215/70R14
Additional Features	a) Power Brakes b) Tilt Bed c) Battery Heating System
VEHICLE SOLD TO THE TEACHER THAT CONVERTED THE TRUCK This S-10 was converted by Shawnee Mission High School for Kansas City Power and Light. After several years of neglect, Jim was able to purchase it, and is putting it back to work.

1992 S-10 Jim Coate

“E.T.”

Last Updated 01-13-2002

Owner	Jim Coate
Location	Winthrop, Massachusetts USA ^map
Web/Email	WebPage
Vehicle	1992 Chevrolet S-10 pickup
Motor	Advanced DC FB1-4001 Series Wound DC 9"
Drivetrain	clutchless factory 5-speed
Controller	DC Power Systems T-1000 T-Rex
Batteries	22 US Battery 8VGC, 8.00 Volt, Lead-Acid, Flooded
System Voltage	176 Volts
Charger	Zivan NG3
Heater	1200 W ceramic
DC/DC Converter	DC Power Systems DC-300
Instrumentation	a) E-meter b) Current (motor or battery)
Top Speed	75 MPH (120 KPH)
Range	40 Miles (64 Kilometers)
Seating Capacity	2 adults, maybe 3 (bench seat)
Curb Weight	4,200 Pounds (1,909 Kilograms)
Tires	Michelin "Green X" Energy MXV4 205/70HR14 at; 44psi
Additional Features	a) Hauler aluminum ladder racks b) Bed hinged with support struts c) Additional rear "helper" spring leaves d) Orignally converted by Ted Werner of CT in 1995 using the 120 Bolt EVA design

1992 S-10 Ted R.Lowe

“Tonka Truck”

Last Updated 07-25-2006

Owner	Ted R. Lowe
Owner's Other EV	GE Elec-Trak E20 Tractor
Location	Wheaton, Illinois USA ^map
Web/Email	WebPage
Vehicle	1992 Chevrolet S-10 Pickup pickup, standard bed
Motor	Advanced DC FB1-4001A Series Wound DC 9" 19HP, dual shaft
Drivetrain	5 Speed Manual Transmission
Controller	Curtis 1231C-8601 96-144 Volt, 500 Amp
Batteries	20 Trojan T-125, 6.00 Volt, Lead-Acid, Flooded 14 rear, 6 front
System Voltage	120 Volts
Charger	Zivan NG3
Heater	120 VDC built-in and a custom designed 1,500 Watt auxiliary cabin-heater.
DC/DC Converter	DC Power Systems
Instrumentation	a) SCC LED BAR SOC Meter b) 0-300A Meter
Top Speed	75 MPH (120 KPH) Never tried higher, but there isn't much power left at that speed.
Acceleration	Adequte for 0-60mph local and regional driving. Not a race truck!
Range	50 Miles (80 Kilometers) Less in the winter unless i heat the batteries up with the custom built thermal management system.
EV Miles
Seating Capacity	2-3 adults
Curb Weight	4,175 Pounds (1,897 Kilograms) Over the original weight by about 500 lbs, but still have plenty of room for cargo.
Tires	Standard cheap tires.
Conversion Time	I bought the truck ready to drive as an electric in Februrary 2001.
Additional Features	Air conditioing runs off of front shaft of motor. 40GB Ipod stereo(years of music for my 30 minute drives:-)

1992 S-10 PT Martin

“Argo”

Last Updated 04-04-2007

Owner	PT Martin
Location	Columbia, Missouri USA ^map
Email
Vehicle	1991 Chevrolet S-10
Motor	Advanced DC FB1-4001 Series Wound DC This motor is at least 12 years, old, as the original conversion was done in 1994, I'm told. It blew after I'd had the truck for about 1.5 months and had only driven it for 2 weeks. It's at the shop, now, getting new bushes. I hope! 8/06 - Totally blown. Bought a new FB1-4001 from EV America.
Controller	Curtis 1231 Large heat sink and low power DC fan underneath the controller for additional cooling.
Batteries	20 Trojan T-145, 6.00 Volt, Lead-Acid, Flooded
System Voltage	120 Volts
Charger	Lester Also has a string of 5 smaller 110 mounted on the back wall, behind the seat. The previous owner installed these, thinking it was more efficient than the original 110 K&W charger. He had them set up on an outdoor timer and power strips, with 3 charging for about 4 hours, then 3 charging for about 4 hours. I don't use these - I use the Lester charger on 220, but decided to leave them in case of emergencies.
DC/DC Converter	Samlex SD-350D This is a converter that the previous owner put in. Samlex SD-350D I don't really have an opinion on it, yet. www.samlexamerica.com
Instrumentation	Voltmeter, Amp meter, Curtis Charge to empty gauge
Top Speed	70 MPH (112 KPH) I've been at 70, but didn't push it to the limit to see top speed.
Acceleration	Adequate - a bit slow off of the mark if going up an incline.
Range	40 Miles (64 Kilometers) I've not pushed the limit of the range, either, but have been ~30 miles, myself, on a single charge.
Seating Capacity	3 adults
Tires	Original Michelin low resistence. These tires are over 10 years old - one of the back 2 blew from rot. Replaced back set. Will replace front set when I can drive to the store.
Conversion Cost	Purchase price: $8,500. With shipping, I'm currently at $11,300.
Additional Features	Added hydrolic lifts to the bed.
Shipping from NH - $1,100 New FB1-4001 - $1,500 I bought a used passenger side door to replace the dented one. $200 to find one in white, but still cheaper than a new OEM. Needed new tires. The original Michelins, which look almost brand new, have rotted, since they're so old. $150 for 2. Haven't gotten the other 2, yet. We pulled a lot more old wiring out when we installed the new motor. Cavern is must cleaner, as you can see from the before & after pics. Plan to add a ceramic heater for winter '07.

1992 S-10 Nick Aronoff

Last Updated 12-31-2006

Owner	Nick Aronoff
Location	Arcata, California USA ^map
Web	WebPage
Vehicle	1992 Chevrolet S-10
Motor	Advanced DC 9 inch Series Wound DC
Controller	Curtis 1221C
Batteries	20, 6.00 Volt, Lead-Acid, Flooded
System Voltage	120 Volts
Heater	Ceramic
DC/DC Converter	Lambda
Instrumentation	E-meter
This vehicle was originally converted for use at UCLA. I received it some time after it had been auctioned by the university and was in a state of disrepair. I have had it on the road since 2000 and have been repairing and improving since then.

1994 S-10 Cor van de Water

“ELEC - TRUCK”

Last Updated 03-24-2007

Owner	Cor van de Water
Owner's Other EVs	Schwinn Sierra 2002 Toyota Prius
Location	Sunnyvale, California USA ^map
Web/Email	WebPage
Vehicle	1994 Chevrolet S-10 US Electricar conversion - conversion
Motor	Hughes Vector 3-Phase AC 3 phase AC, 50 kW
Drivetrain	clutchless manual transmission, fixed in 2nd gear, "automatic" user interface through stick on steering column.
Controller	Wavedriver VFD 700EV250 Prototype motor controller, was used for V2G (Vehicle to Grid), stationary motors and for utility vehicle installations. Capable of 700V and 250A DC power.
Batteries	26 Universal Batteries UB121100, 12.00 Volt, Lead-Acid, AGM 110 Ah
System Voltage	312 Volts
Charger	Wavedriver integrated in controller, 20 kW, 208 VAC 3-phase input. Due to unavailability of 3-phase at home I am adding an auxiliary charger.
Heater	waste heat from the motor and controller water-cooling runs through heater core. I even disabled the radiator fan, but still the efficiency of the electric drivetrain prevents any noticeable heating in the cab. I'll have to install a ceramic heater, powered by the batteries, to stay warm in winter.
DC/DC Converter	Wavedriver integrated in controller, broken, to be replaced with Dell server PSU, now using Yellow Top aux battery in deep cycle operation.
Instrumentation	SOC meter (useless because it resets to battery voltage every time vehicle is started), aux battery voltage, temperature (always stuck at low)
Top Speed	72 MPH (115 KPH)
Range	80 Miles (128 Kilometers) Certainly more than my initial guess of 60 miles as I drove 62.5 miles on Aug 15, 2006 and the pack was still at 314.4V (12.1V per battery). NOTE: this is range "to death", which leads to early battery failure. Normal daily driving should best be half of this.
Watt Hours/Mile	285 Wh/Mile Measured at 101 Freeway along the SF Bay area, flat road, constant 55 mph, about 50A, 312V. With total drive cycle (accelerations and climbs) included it is closer to 400 Wh/mi and wall to wheel efficiency is approximately 2 mi per kWh.
EV Miles
Seating Capacity	2 adults (3 if you are good friends)
Curb Weight	4,880 Pounds (2,218 Kilograms) 2280 lbs front 2600 lbs rear With 4 batteries behind rear axle
Tires	P205/75R15 Uniroyal Tigerpaw at 50 PSI (768 rev per mile)
Conversion Time	No conversion, it was an EV from date of delivery. I fixed a problem in the electronic circuit, added a small battery box and loaded 26 AGMs. And made battery cables. Now I am designing a batetry monitoring/regulation circuit and still need to make an on-board charger.
Conversion Cost	$2200 batteries and about one hundred more for the battery cabling parts plus $250 for the battery box.
Additional Features	In theory this vehicle is capable of supplying the grid with as many amps as the motor, to do this there is a 3-phase Change-over-Switch that connects the controller output to either the motor or the charge plug. NOTE: it is a modified European AVCON for 3-phase high current. Spec from the manufacturer/re-converter was that it should be able to supply 60A 208V (20kW) to a 3-phase grid. This vehicle was a prototype conversion for PG&E to demonstrate V2G.
Currently building a BMS (Battery Management System) that will measure the voltage of the batteries and when higher than 13.7V (minus 20 mV per deg) then it will enable a current bypass to push the battery into balance with other batteries in the string that are not yet fully charged. Bypass current is only 0.5A. When a battery goes below 10.5V a red LED will be lit at the dashboard to warn the driver that a battery is low and current draw must be reduced to avoid damage. Ongoing test of these 110 Ah AGM batteries, as far as I know I am the first to use these batteries in an EV. They are in the original (Hawker) battery box plus an extra battery box for the last 4 batteries, as only 22 fitted in the original box. Need to find good charger as I have no 3-phase grid connection and charge profile cannot be set properly in controller. After testing at PG&E this vehicle was sold privately, I found it in an EAA member's driveway without batteries or cabling and with a problem in the unique Change-over-Switch.

1994 S-10 Scott Davis

Last Updated 03-16-2004

Owner	Scott Davis
Owner's Other EV	McLane Mower Conversion
Location	Los Angeles, California USA ^map
Web	WebPage
Vehicle	1994 Chevrolet S-10 pickup
Motor	Baldor 3-Phase AC
Drivetrain	manual trans locked in 2nd
Controller	Hughes Dolphin 50 kW AC
Batteries	52 Hawker PC1200, 12.00 Volt, Lead-Acid, AGM
System Voltage	312 Volts
Charger	integrated in controller
Heater	water heater, stock water core
DC/DC Converter	integrated
Instrumentation	E-meter with RS232
Top Speed	70 MPH (112 KPH)
Acceleration	Unexciting
Range	50 Miles (80 Kilometers)
Seating Capacity	3 adults
Curb Weight	4,840 Pounds (2,200 Kilograms)
Tires	Bridgestone truck tires
Conversion Time	Converted from new

1994 S-10 Gary Graunke

“eTruck”

Last Updated 01-06-2002

Owner	Gary Graunke
Owner's Other EV	Honda Insight
Location	Hillsboro, Oregon USA ^map
Web/Email	WebPage
Vehicle	1994 Chevrolet S-10 pickup
Motor	Hughes Vector 3-Phase AC 3 phase AC, 15-50 kW
Drivetrain	clutchless manual transmission, fixed in 2nd gear
Controller	General Motors/Hughes Dolphin AC
Batteries	52 Hawker Genesis, 12.00 Volt, Lead-Acid, AGM 42 Ah
System Voltage	312 Volts
Charger	integrated in controller, 3 kW, 240/120 VAC input
Heater	1500W electric
DC/DC Converter	integrated in controller
Instrumentation	E-meter
Top Speed	60 MPH (96 KPH)
Range	60 Miles (96 Kilometers)
Seating Capacity	2-3 adults
Curb Weight	4,900 Pounds (2,227 Kilograms) 5400 GVWR
Tires	P205/75R15 radial
Currently adding 50 12V 2A Powercheq units

1994 S-10 Craig Vinton

Last Updated 04-26-2007

Owner	Craig Vinton
Location	Seattle, Washington USA ^map
Web/Email	WebPage
Vehicle	1994 Chevrolet S-10 This is a US Electric truck made for Virginia Power.
Motor	GM Hughes 3-Phase AC
Drivetrain	AC Motor, Hughes Dolphin 50KW
Controller	Hughes 50 KW
Batteries	26 Universal Batteries DCM 0040, 12.00 Volt, Lead-Acid, AGM
System Voltage	312 Volts
Charger	Magnecharger
Top Speed	70 MPH (112 KPH) Haven't done over 60 yet, but it's supposed to be able to do 70 mph.
Acceleration	SLOOOOOOWWWW
Range	probably at least 30
EV Miles
Seating Capacity	2 adults
Additional Features	Installed the tilt bed, transparent pack cover, and attachments and LED lights all around.
After 14 years of R and D, GM would have been a leader in EV technology instead of eating everybody's dust.

1994 S-10 Eric Lambert

“White Angel”

Last Updated 08-20-2000

Owner	Eric Lambert
Location	Trois-Rivieres, Québec Canada ^map
Email
Vehicle	1994 Chevrolet S-10 (Converted by US Electricar)
Motor	GM Hughes 3-Phase AC 3 phase
Drivetrain	Speed reducer (ratio 9:1)
Controller	General Motors/Hughes AC power inverter
Batteries	52 Hawker Genesis, 12.00 Volt, Lead-Acid, AGM 32 Ah (2 banks in parallel)
System Voltage	312 Volts
Charger	120/240 VAC built-in
DC/DC Converter	built-in, (40 Amp
Instrumentation	State of charge
Top Speed	70 MPH (112 KPH) governed
Range	75 Miles (120 Kilometers)
Seating Capacity	2 adults
Curb Weight	4,700 Pounds (2,136 Kilograms)
Tires	Low rolling resistance Uniroyal 205/75/R15
Battery pack needs to be replaced. Considering the Nickel-zinc which will lower the truck weight by 700 pounds and increase the range to 70-100 miles. Installation of an E-meter in progress. Motor and inverter liquid cooled. Installation of an electric tilt-bed using a small encoded Brushless DC motor.

1994 S-10 Mike Phillips CA

“US Electicar”

Last Updated 05-09-2007

Owner	Mike Phillips
Location	San Jose, California USA ^map
Web/Email	WebPage
Vehicle	1994 Chevrolet S10 longbed This truck was assembled by the College of San Mateo and supervised by USE in 1996. Later a tilt bed was added.
Motor	Siemens 3-Phase AC 50kw peak, 16kw continuous.
Drivetrain	50-80kw 3 phase system named Dolphin by Hughes Aircraft. Water cooled motor and power electronics. Manual 5 speed Borg Warner T10 locked in 2nd gear from the factory. 4.11 rear axle.
Controller	General Motors/Hughes Dolphin
Batteries	252 Saft BB600, 1.20 Volt, Nickel-Cadmium, Flooded Right now 249 cells are in circuit to allow the 400v charge max to keep the current up enough to properly overcharge these cells. They require 20-40% overcharge to actually achieve 100% charge of both cell plates.
System Voltage	312 Volts
Charger	GM/Hughes Factory built in 3kw charger using factory motor and igbt's to boost voltage. With appropriate changes to software, is able to charge lead acid, nimh, and nicad battery chemistries. 400v max output. Charges from 120/208/240.
Heater	2kw electric used to heat the factory GM heater core.
DC/DC Converter	Factory dc-dc from Hughes Aircraft. 100amp peak, 13.5-14.2v output. Analog hardware controlled.
Instrumentation	soc, temp, Emeter.
Top Speed	72 MPH (115 KPH) Electronically regulated top speed due to motor limit of 9000 rpm.
Range	40 Miles (64 Kilometers) Have driven it once to 40 miles. But that's too hard on the pack. So it is taken to 30 miles only when needed.
Watt Hours/Mile	250 Wh/Mile 250 summer/275 winter, as measured from the Emeter. Use to be 350-400 whr/mile with 1700lb lead acid pack. Now 250whr/mile with nicads. Right around 1000lbs lighter with nicads. Also depends on outdoor temperatures and wind. Warmer temps allow for better efficiency.
EV Miles
Seating Capacity	3
Curb Weight	3,900 Pounds (1,772 Kilograms) Without driver(254lbs).
Tires	Viva low rolling resistance tires by Goodyear. Sold only at Walmart. 44 psi stock, running them at 50 psi.
Conversion Time	Factory built. Required some board repair to make operational.
Additional Features	The current nicad pack has been estimated by a NASA scientist to achieve 50k miles if 50% soc is generally not exceeded. Although the pack does take watering, the cost of cell replacement is far higher than water. So it's worth the watering. The pack is nearing the end of it's experimental phase so the watering schedule should be something around every 2-3k miles. It appears that the KOH concentration is related to capacity and longevity. Specific gravity should be maintained from 1.275-1.325.
This truck had several circuit boards destroyed or damaged from the 12v aux battery being connected backwards by a previous owner. I've made the necessary repairs and the truck runs fine. I'm now able to professionally repair the main, dc-dc and charger boards used in all US Electricar vehicles. Future upgrades will include using Coroplast to seal the under carriage for better aerodynamics. It's used as my main daily transportation. I have a motorcycle for long range requirements.

1994 S10 Scott Davis

Last Updated 03-16-2004

Owner	Scott Davis
Owner's Other EV	McLane Mower Conversion
Location	Los Angeles, California USA ^map
Web	WebPage
Vehicle	1994 Chevrolet S-10 pickup
Motor	Baldor 3-Phase AC
Drivetrain	manual trans locked in 2nd
Controller	Hughes Dolphin 50 kW AC
Batteries	52 Hawker PC1200, 12.00 Volt, Lead-Acid, AGM
System Voltage	312 Volts
Charger	integrated in controller
Heater	water heater, stock water core
DC/DC Converter	integrated
Instrumentation	E-meter with RS232
Top Speed	70 MPH (112 KPH)
Acceleration	Unexciting
Range	50 Miles (80 Kilometers)
Seating Capacity	3 adults
Curb Weight	4,840 Pounds (2,200 Kilograms)
Tires	Bridgestone truck tires
Conversion Time	Converted from new

1994 S-10 Gerald Wagner
“Electruc”

Last Updated 08-12-2007

Owner	Gerald Wagner
Location	Melbourne, Florida USA ^map
Email
Vehicle	1994 Chevrolet S-10 Basic truck purchased for this conversion. Vehicle had 220,000 miles on odometer and was still running.
Motor	Netgain 9.1 inch Series Wound DC Double shaft
Drivetrain	2 wheel drive, with 5-speed T-5 transmission from 2.2 liter engine.
Controller	Cafe Electric Z1K 1000 Amp DC controller
Batteries	24 East Penn Deca GC-15, 6.00 Volt, Lead-Acid, Flooded 215 Amp Hour rating at 20 hours
System Voltage	144 Volts
Charger	Manzanita Micro PFC-20 20 Amp charger, input voltage either 120 Volts or 240 Volts, user controls for power drawn from input and for setting peak charging voltage.
Heater	none (I live in central Florida)
DC/DC Converter	Iota DLS-45 I am currently using this as a substitute for the 12 Volt vehicle battery.
Instrumentation	E-Meter
Top Speed	70 MPH (112 KPH)
Range	35 Miles (56 Kilometers) Range is estimated at 40 miles but is unproven as yet.
EV Miles
Seating Capacity	Normal small pickup bench seat, seats up to three adults.
Tires	Hancock H714 P225/70R15 @ 45 PSI
Conversion Time	3 months from time I received parts to being able to drive it. I am still working on it to improve it.
Conversion Cost	$10,000 for conversion parts plus the truck purchase price.
Additional Features	I mounted 20 of the batteries below the bed, with a hinged bed to service them. 4 additional batteries under hood. All of the controls, the charger, converters etc. are under the hood.
This project was a life long dream of mine. I am 72 years old and did the conversion in my garage essentially by myself.

1994 S-10 William Brinsmead

Last Updated 03-23-2007

Owner	William Brinsmead
Owner's Other EVs	1991 Toyota MR-2 1992 GMC G-Van 1993 Solectria Force ,,, SOLD AS OF MAY 2007 Trike 1996 APS Bus Little Boy
Location	Reno, Nevada USA ^map
Email
Vehicle	1994 Chevrolet S-10 U.S. Electricar pickup
Motor	Hughes 3-Phase AC
Drivetrain	AC motor connected to manual transmission locked in 2nd gear
Controller	Hughes Dolphin
Batteries	26 Panasonic EV-95, 12.00 Volt, Nickel-Metal Hydride Installation underway
System Voltage	312 Volts
Charger	Manzanita Micro PFC - 20
Heater	electric hot water
DC/DC Converter	In controller
Instrumentation	Link 10
Top Speed	80 MPH (128 KPH)
Range	As yet unknown with new batteries
Seating Capacity	2 adults

1994 S-10 Rich Long

Last Updated 03-30-2007

Owner	Rich Long
Location	Wooster, Ohio USA ^map
Email
Vehicle	1994 Chevrolet S-10 Regular cab, short bed.
Motor	Advanced DC FB1-4001A 9 Series Wound DC
Drivetrain	Clutch-less 5-speed
Controller	Curtis 1231C-8601 500 Amp limit
Batteries	20 Deka Pro Master GC15, 6.00 Volt, Lead-Acid, Flooded 4 front, 16 under bed
System Voltage	120 Volts
Charger	Zivan NG3 115 VAC 20 Amp
Heater	1500W PTC heater core
DC/DC Converter	Astrodyne SD350D-12 350 Watts
Instrumentation	60-160V Voltmeter 0-400 Amp Ammeter
Top Speed	75 MPH (120 KPH)
Range	40 Miles (64 Kilometers)
Watt Hours/Mile	500 Wh/Mile Wall to wheels
EV Miles
Seating Capacity	3 adults
Curb Weight	4,280 Pounds (1,945 Kilograms) 1920 front, 2360 rear
Tires	P205/75R15
Conversion Time	4 Months
Additional Features	Tilt bed Vacuum pump for power brakes Manual steering Regular 12volt starting battery for auxiliary
An Electric Vehicles of America design.

1994 S-10 Pickup Rick White

“Sparkey”

Last Updated 02-22-2007

Owner	Rick White
Location	Nashua, New Hampshire USA ^map
Email
Vehicle	1994 Chevrolet S-10 pickup
Motor	Baldor 3-Phase AC GM/Hughes Proprietary vector, 15-50 killoWatt
Drivetrain	Manual transmission (no clutch) fixed in 2nd gear
Controller	General Motors/Hughes Dolphin AC 50 kW with regenerative braking and DC/DC converter built in
Batteries	26 Hawker Odyssey PC1700, 12.00 Volt, Lead-Acid, AGM 78 Ah, Peurket = 1.098133 and a linear temperature vs. rated capacity curve from 122F w/108% to 14F w/80% rated.
System Voltage	312 Volts
Charger	integrated in controller, 3 kW, 240/120 VAC input.
Heater	1500 Watt electric element used to heat antifreeze then pumped through the original equipment heater core.
DC/DC Converter	integrated in controller, fixed 13.5 Volt +/- 2%, 100 Amp Max, 80 Amp continuous
Instrumentation	E-meter
Top Speed	70 MPH (112 KPH)
Range	70 Miles (112 Kilometers) summer, 40 miles in sub-freezing winter cold
EV Miles
Seating Capacity	2 adults 2 adults and 1 small kid
Curb Weight	4,750 Pounds (2,159 Kilograms) 5400 GVWR
Tires	P205/75R15 radial
Conversion Time	Purchased used, many hours to improve
Conversion Cost	Including original purchase price about 10K.
Additional Features	Clear battery box cover 25 PowerCheq modules Tilt bed, custom designed Custom paint, pearl white with a blue bullet effect on the nose. Power steering Power brakes AM/FM Stereo Drive shaft: Composite Carbon-Fiber (5 lbs.)
SPEACIAL THANKS TO: GT Solar Incorporared., pbe Specialists Inc. (Div. Of Pine Motor Parts, Inc.), the employees at St. Laurent Auto Body, Star Machine Inc., My wife, Maynard & Lesieur Inc., CS-1600 (AKA Cory), and D. Putnam

1995 S10 Brett Kelien

“SElectric”

(under construction)

Last Updated 08-10-2005

Owner	Brett Kelien
Location	Louisville, Kentucky USA ^map
Web/Email	WebPage
Vehicle	1995 Chevrolet S-10 pickup
Motor	Series Wound DC 9.5"
Drivetrain	5 speed transmission
Batteries	0.00 Volt,
System Voltage	36 Volts
Charger	on board 120 VAC and solar
Heater	none yet
Seating Capacity	3 adults
Conversion Time	seems like forever
Conversion Cost	$7400 including the S10
It has been a long uphill battle but I know it will be great when its done and no gas to buy. Is that great or what ? This 95 dime had a 2.2 and was just lame from the get go. I removed the engine, radiator, exhaust system, gas tank, engine computer and its wiring. It now has a 9.5 diameter series wound motor, IROC wheels, new shocks with helper coil over springs, 3 solar panels, and a fiberglass tonneau cover. Plans for the future are tilt bed, suicide hood, total ground effects kit for all four corners, and last and most important, once I get this truck moving on its own power, I am going to work on perfecting it to go 200 miles per charge. I want to drive it to NATS without having to charge it. This project has been in the planning and design stages for four years. Much thought has gone into this project, as well as money. Thanks to my wife, who believes in me on this project, and my son who adds the added muscle when needed. MAN is that boy big .

1995 S-10 Tom Gocze

Last Updated 05-24-2007

Owner	Tom Gocze
Location	Stockton Springs, Maine USA ^map
Email
Vehicle	1995 Chevrolet S-10 This was a kit that was owned by a local utility. They had it in an older S10 with an automatic transmission. The body was shot and it was not set up very well. I switched it over to the '95 with a rebuilt manual trans that had a bad engine.The bed was in rough shape so I am building one that will have foam sides covered with fiberglass. All new brakes and tires. An ongoing saga
Motor	Advanced DC 9 Series Wound DC Just barely broken in. Had stuck brushes from sitting in the woods for a couple years here in Maine.
Drivetrain	9"ADC with a US Solar car adapter. Has clutch.
Controller	Curtis 1231
Batteries	96 Saft KPH 100, 120.00 Volt, Nickel-Cadmium, Flooded A jerry rigged battery system that was surplus and seem to work fine.
System Voltage	120 Volts
Charger	Zivan 120V Just got a 120V Zivan. Have a 120V Lester that I use manually for backup.
Heater	For what? None right now.
DC/DC Converter	Curtis Came with the truck
Instrumentation	Ammeter and Voltmeter. Use hand held thermometer to check over connections and controller temps.
Top Speed	65 MPH (104 KPH) Fairly peppy with 120V.
Acceleration	Not phenomenal, but keeps up in traffic.
Range	40 Miles (64 Kilometers) Just on the road and I will know better once I get the charger sorted out. 20 miles so far, running hard (55-68mph) Expect 40 in town. Hopefully more as batteries get cycled more.
Watt Hours/Mile	369 Wh/Mile This is where it seems to be right now.
EV Miles
Seating Capacity	Has a bench seat, could fit three if we like each other.
Curb Weight	0 More than stock. About 1200# batteries.
Tires	15"
Conversion Time	A couple weeks.
Conversion Cost	$1500 for the original truck, $500 for the glider, $500 for other truck bits and $200 for the batteries!!!!
Additional Features	Fantasy is to run a backup generator with wood gas. Stick wood is the fuel of the future!

1995 S-10 Rob Mathis

Last Updated 05-18-2007

Owner	Rob Mathis
Location	Sandersville, Georgia USA ^map
Email
Vehicle	1995 Chevrolet S-10 extended cab 2.2L 5 speed
Motor	Advanced DC FB1-4001A Series Wound DC
Drivetrain	Factory Clutch and original 5 speed (Use gears 1-3, and 4th occasionally above 50 mph)
Controller	Curtis 1221C-7401 This is a smaller controller than most people use but I have not had any problems with it. I do have a heat sink and 5" fan BUT I stay in town and rarely go faster than 50mph.
Batteries	20 Exide golf cart, 6.00 Volt, Lead-Acid, Flooded I have 19 batteries under the bed and the 20th battery under the hood. I also have a large group 27 12 volt deep cycle battery under the hood.
System Voltage	120 Volts
Charger	Russco SC-18-120-SO I do not have the charger mounted in the vehicle since I never leave town. I charge at night only. I have not had any problems the charger. Voltage is at 70%. Current is at 100%. It turns off during the night.
Heater	none
DC/DC Converter	I do not have a converter. I have a group 27 12 volt deep cycle battery for the 12 volt load and charge it separately each night.
Instrumentation	The Curtis 900R fuel gauge is very accurate. I drop one bar for about every 3 miles. It is very dependable. Factory 12 volt gauge for the 12 volt system.
Top Speed	55 MPH (88 KPH) on level ground. I have the current limit turned back some on my Curtis Controller.
Range	30 Miles (48 Kilometers) 15 to 17 miles falls at 50% on my Curtis 900R fuel gauge. I have been 29.5 miles on one charge and was still on the third bar from the bottom (yellow).
Watt Hours/Mile	I don't have any other instrumentation to measure this.
EV Miles
Seating Capacity	2 adults plus 2 jump seats for the kids.
Curb Weight	4,200 Pounds (1,909 Kilograms) Gross is 4600.
Tires	I have used radials. I put bigger tires on the back to help level the vehicle. I also have helper springs on the back.
Conversion Time	3 months
Conversion Cost	$2,000 for the truck. $4000 for conversion. $1200 for the batteries.
First Test Drive was March 25, 2006.

1996 S-10 Tom Hudso

Last Updated 05-21-2001

Owner	Tom Hudson
Location	Port Washington, Wisconsin USA ^map
Web/Email	WebPage
Vehicle	1996 Chevrolet S-10 pickup
Motor	Brusa ac20gtx 3-Phase AC two
Drivetrain	single speed gearbox to drive shaft
Controller	Brusa AMC320 two controllers
Batteries	20 Deka 8G24, 12.00 Volt, Lead-Acid, Gel East Penn Dominator
System Voltage	144 Volts
Charger	Solectria BC-3300 240 VAC Brusa NLG412
Top Speed	70 MPH (112 KPH)
Range	45 Miles (72 Kilometers)
Seating Capacity	2 adults
Curb Weight	3,959 Pounds (1,799 Kilograms)
Tires	Uniroyal Tiger Paw P205/75R15
Additional Features	Sprayed-in bedliner (Line-X of Milwaukee) Sport Masters snap-on tonneau cover (better aerodynamics) PowerDesigners PowerCheq battery equalizer modules (22)

1996 S-10 Jeff Simpson

Last Updated 06-25-2005

Owner	Jeff Simpson (former owner, EV has been sold)
Location	Kansas USA ^map
Email
Vehicle	1996 Chevrolet S-10 pickup
Motor	Solectria ac20gtx 3-Phase AC two
Drivetrain	single speed gearbox to drive shaft
Controller	Brusa AMC320 two controllers
Batteries	24 8G24, 12.00 Volt, Lead-Acid, Gel
System Voltage	144 Volts
Charger	Solectria BC-3300 120/240 VAC input
Heater	ceramic element
DC/DC Converter	Solectria
Instrumentation	Voltmeter and Ammeter plus Amp-hour meter
Top Speed	70 MPH (112 KPH)
Acceleration	good acceleration capability
Range	60 Miles (96 Kilometers) at 45 mph
Seating Capacity	2 adults
Curb Weight	3,900 Pounds (1,772 Kilograms) approximately
Tires	205/75R15 Tigerpaws
Additional Features	air conditioning heater with preheat power steering power brakes

1997 S-10 Lynn Adams

Last Updated 12-04-2006

Owner	Lynn Adams
Owner's Other EV	1992 Honda Civic
Location	Littleton, Colorado USA ^map
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Vehicle	1997 Chevrolet S-10E
Motor	General Motors 3-Phase AC 137 HP
Drivetrain	Gen1 EV1
Controller	General Motors 100 kW
Batteries	26 Ovonic, 13.00 Volt, Nickel-Metal Hydride 80 Ah
System Voltage	343 Volts
Charger	Magnecharger Inductive 6.6 KW
Heater	Heat pump until it gets to Zero C, then a diesel heater kick in. Replaced the heater with a new one. If you have one of these heaters, be sure to run it every month or the insides get clogged and corroded
DC/DC Converter	Integrated into inverter
Instrumentation	Palm Pilot with EV1Dash
Top Speed	70 MPH (112 KPH) (governed)
Acceleration	0 to 50 in 9.9 seconds, 60 about 3 seconds later
Range	70 Miles (112 Kilometers) at highway speeds, over 100 miles at 45 mph stop and go. I have driven it in mixed traffic 45-70 and gone over 80 miles before the "Battery Life" light lit up
EV Miles
Seating Capacity	2 and 1/2 adults (pickup bench seat)
Curb Weight	4,230 Pounds (1,922 Kilograms)
Conversion Time	none, OEM build
Conversion Cost	Purchased for around $21,000
Additional Features	OEM Built, has the same drive system as the no longer available EV1. This truck was originally lead acid powered, but was upgraded to a NiMH pack by EVBones. Truck has all the features expected of an OEM vehicle, Air Conditioning (which also cools the battery pack when charging), power steering and brakes, CD player, etc. 920 pounds payload capacity.
This truck easily makes my 40-44 mile one way commute to work while using between 22.5-35 Amp hours of the 75+ Amp Hours available. In an emergency, I should be able to immediately return home if necessary. Recharging at work keeps to around 40% discharge, which should ensure battery life. As of December 4, 2006 I have about 18,000 miles on this NiMH battery pack. Weekly fuel costs about $19 per 500 miles in electricy from Windsource renewable power. If I want to take a long trip to Yellowstone, I'll use the fuel money I've saved to rent a motorhome!

1997 S-10 Mike Phillips CO

“Sparky”

Last Updated 08-01-2007

Owner	Mike Phillips
Location	Colorado Springs, Colorado USA ^map
Web/Email	WebPage
Vehicle	1997 Chevrolet S-10 Short Bed S-10
Motor	Advanced DC 4001 Series Wound DC
Drivetrain	2.2L 4 cylinder, New Venture 1500 Tranny
Controller	Curtis
Batteries	20 Trojan T-125, 6.00 Volt, Lead-Acid, Flooded
System Voltage	120 Volts
Charger	Zivan NG-3
DC/DC Converter	Astrodyne
Top Speed	60 MPH (96 KPH)
Range	40 Miles (64 Kilometers)
Seating Capacity	2 adults
Conversion Time	6 Months
Conversion Cost	$12,000

1997 S-10 Kenneth M. Olsen

“Electric S-10”

Last Updated 04-22-2007

Owner	Kenneth M. Olsen
Location	Wake Forest, North Carolina USA ^map
Web/Email	WebPage
Vehicle	1997 Chevrolet S-10
Motor	Advanced DC FB1-4001 Series Wound DC
Drivetrain	5-Speed manual, Rear Wheel Drive
Controller	Curtis 1231C
Batteries	24 US Battery US-125, 6.00 Volt, Lead-Acid, Flooded
System Voltage	144 Volts
Charger	Zivan NG3 Input: 120 VAC
Heater	Fluid type. Purchased from Metric Mind Enginering.
DC/DC Converter	CC Power C400 144 VDC to 13.5 VDC
Instrumentation	Westach: State of charge and High current ammeter Sunpro: 12v ammeter and 8-18v voltmeter Autometer: Tachometer Dakota Digital: Digital Speedometer Turn signal and other warning lights were purchased from Mack Trucks and are for an RD model Mack Truck.
Top Speed	71 MPH (114 KPH)
Acceleration	Simular to original 4 cylinder engine.
Range	65 Miles (104 Kilometers)
EV Miles
Seating Capacity	2 adults
Curb Weight	4,200 Pounds (1,909 Kilograms) Estimate
Tires	P225/70/R15 (Low Rolling-Restince, light truck tires) Set at 44 PSI
Conversion Cost	about $12,000
Additional Features	Converted to manual steering to save power. 4 wheel anti-lock disk brakes Custom built instrument cluster Fluid type heater Back-up alarm for saftey Inertia Switch to turn off truck in the event of a collision.

1998 S-10 Wayne Alexander

“#20”

Last Updated 10-15-2006

Owner	Wayne Alexander
Owner's Other EV	1990 Ford Ranger
Location	Newton, Kansas USA ^map
Web/Email	WebPage
Vehicle	1998 Chevrolet S-10
Motor	Advanced DC Series Wound DC 9"
Drivetrain	5 speed trans without clutch
Controller	Curtis 1231C
Batteries	24 Trojan T-105, 6.00 Volt, Lead-Acid, Flooded
System Voltage	144 Volts
Charger	Russco SC 24-120 SO
DC/DC Converter	none, GM 1 wire alternator belt-driven from motor tailshaft
Instrumentation	voltmeter, ammeter
Seating Capacity	3 adults
belt-driven GM vacuum pump

2000 S10 Ron Solberg

“Blackie”

Last Updated 06-19-2007

Owner	Ron Solberg
Location	Hills, Minnesota USA ^map
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Vehicle	2000 Chevrolet S10 Basic S10, Power Steering via kit on switch(don't need or use much), Power brakes, Clutch, Left computer in truck, No air conditioning, Kit from Canadian Electric Vehicles
Motor	Advanced DC 9 inc, (With Tail Shaft) Series Wound DC
Drivetrain	Original 5 speed transmission
Controller	Curtis 1231C 96-144V 500 Amp Located vertically on a large heat sink in the space where the radiator was.
Batteries	24 Trojan T 125, 6.00 Volt, Lead-Acid, Flooded Low profile bolt type. Popular, but I would spend more time considering the automotive clamp style if I did it over.
System Voltage	144 Volts
Charger	Zivan NG3 Charger I am glad I installed it behind the driver's seat since I live in MN and like to be warm, so the waste heat is appreciated. Also, it is protected from the elements.
Heater	CEV-0108144 Heater kit
DC/DC Converter	Iota GPC 45 45 Amp , 144Volt
Instrumentation	Ammeter Link 10 E-meter Indoor/Outdoor Thermometer on each battery box
Top Speed	I am still breaking it in and am interested in extending the life of the battery so I may never find out. The first time I drove it the truck went easily up to 60 mph in 4th gear.
Acceleration	It does fine. I drive conservatively.
Range	60 Miles (96 Kilometers) Since the Link 10 was faulty, I have not tested it. Starting at 159 Volts, I have driven 40 miles with a final voltage of 148 Volts(144 Volt T 125 battery). The truck was still doing fine.
EV Miles
Seating Capacity	2 or 3 adults
Curb Weight	4,500 Pounds (2,045 Kilograms) The weight is evenly distributed between the front(6 batteries) and rear(18 batteries). Two new U bolt on(split at axle) leaves were added. The truck sits level, one inch lower and handles well.
Tires	P205/75R15 Dayton Quadra SE, front Wildcat All Terrain, rear
Conversion Time	3 Months
Conversion Cost	$19,000
Additional Features	Truxedo bed cover Belly pan made from 2 salvaged pickup tailgate bedliners
After experiencing the waste heat generated by the Zivan charger, I appreciate the value of gasoline even more. So, I am interested in building a 100 pound electric bike to go with my 4500 pound electric truck.

2002 S-10 Steve Kobb

“My Convenient Truth”

(under construction)

Last Updated 08-01-2007

Owner	Steve Kobb
Location	Houston, Texas USA ^map
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Vehicle	2002 Chevrolet S-10 Shortbed
Motor	Advanced DC FB-4001A Series Wound DC I'm waiting for the controller and clutchless rig, so this motor is still sittin' in the box.
Drivetrain	Manual 5-speed
Controller	DC Power Systems Raptor 1200 On order. Expected wait time: 6 weeks.
Batteries	26 Trojan T-125, 6.00 Volt, Lead-Acid, Flooded I went crazy over this battery decision, but the T-125 is where I settled out.
System Voltage	156 Volts
Top Speed	I hope to keep up with Houston freeway traffic, which is about 60 MPH (on a good day!).
Acceleration	I need to cross 3 lanes to get onto I-10. Hopefully, my truck will be peppy enough to do that so that I don't get run over by on-coming traffic.
Range	40 Miles (64 Kilometers) My range GOAL is 40 miles on a single charge, since that is what I would need to go to work and back. Important points: -- I'm assuming a 50% Depth of Discharge on the batteries -- I will be charging at work... just to add a little extra juice.
Seating Capacity	2 adults
Curb Weight	4,200 Pounds (1,909 Kilograms) I weighed in BEFORE pulling out the engine, fuel tank, and related items: 3040 lbs. I weighed in AFTER pulling out everything: 2600 lbs.
Tires	Haven't decided yet.
Conversion Cost	Estimating around $21,000, which includes $6,200 for the truck purchase.
So why am I doing this? Well, all the usual reasons (environmental, dependency on oil, etc.)... plus one more. The August 2007 issue of Wired Magazine had an interview with my favorite DIY Philosopher -- Martha Stewart. She made a comment worth remembering... [WIRED MAGAZINE INTERVIEWER:] One reason people like projects is because they get a sense of control over their environment and technology. It gives them ownership. [MARTHA STEWART:] That's why I say, "You own it if you made it." You don't own the pie if you buy it. You just don't. Doing projects really gives people self-confidence. Nothing is better than taking the pie out of the oven. What it does for you personally, and for your family's idea of you, is something you can't buy.

2002 S-10 Bob Pinnick

“Solartruck”

Last Updated 08-08-2007

Owner	Bob Pinnick
Location	Phoenix, Arizona USA ^map
Web/Email	WebPage
Vehicle	2002 Chevrolet S-10 Pickup Longbed I purchased used parts on eBay to build my S-10 electric vehicle for $5200. including the purchase price of the 2002 S-10 truck. I built it at home in my garage after work in 6 months. It drives me daily to work and home. The solar panel in the bed charges while I am at work for 11 hours. I love driving an EV. It is possible to build and EV on a low budget and have something great when you are done. I drive it nearly everyday since I built it.
Motor	Advanced DC 203-06-4001 Series Wound DC Used ADC motor purchased off eBay for $1007. including shipping.
Drivetrain	The used ADC 8" Motor coupled directly to the 5 speed transmission. No clutch, a small motor coupler to transmission spline adapter reduces the spinning mass, I had a welding shop make the coupler for $140 using an old clutch spline. Grinding off the pilot shaft and using the coupler allows a 3/4 inch thick plate of scrap aluminum ($25.) to join the motor and transmission housing without spacers or an expensive kit. That saved me probably $1000. I locked the transmission in 2nd gear. Top speed = 43.6 mph. with nice accelleration.
Controller	Curtis 1209B-6402 Used Curtis 400 amp 48-72 volt controller purchased off eBay for $420.
Batteries	6 Optima Yellow Top Deep Cycle D34/78-950, 12.00 Volt, Lead-Acid, AGM Used Optima yellow tops purchased off Craigslist in Phoenix $430. for 6 nearly perfect batteries.
System Voltage	72 Volts
Charger	unknown Adjustable 48-72 volt charger Used adjustable output 6 amps 72 volt charger, or 12 amps at 48 volts. purchased off eBay for $160. Charges the 72 volt battery pack overnight and doesn't hit me hard in electricity bills.
Heater	Phoenix Arizona. 112 degree summer days.
DC/DC Converter	Cableform 72 volt to 12 volt @ 30amps Used Cableform DC/DC converter works great, keeps a small lawn and garden battery fully charged for the headlights, blinkers, radio, etc. Purchased on eBay for $68.
Instrumentation	Garmin Street Pilot in dash in place of speedometer cluster, works fine and receives satellite without difficulty in dash, gives top speed, instant speed, and street maps.
Top Speed	43 MPH (69 KPH) The S-10 electric conversion drives me daily in my community that has a speed limit of 40mph. I drive to work and back daily. The solar panel charges the 6 Optima batteries while I am at work for 11 hours. The truck is fully charged and I drive it home. Then I charge it overnight with a plug in charger.
Acceleration	0-10 mph slow, 10 to 40mph perky and fun, I keep up with traffic just fine, however starting out up hill at a stoplight is like my old VW Rabbit with the A/C on.
Range	Not sure about the range, I have driven the truck now some 350 miles (not all at once) and never have run the batteries down. I drive uphill to work 3 miles at 35mph while using 200 amps and still have 3/4 full on the bar graph. I get in after the sun charges the solar panel at work all day and the battery is full. I drive home downhill and only use one bar or about 7/8 full.
Watt Hours/Mile	Since I started charging my truck about 4 months ago, I haven't seen any increase in my electric bill, I am not one to make outrageous claims, however my bill actually went down from last year (each month so far) about the amount I would think it should go up? I think it must be that I haven't been heating my jacuzzi as much?
EV Miles
Seating Capacity	3 adults on the bench seat, no back seat.
Curb Weight	0 I haven't ever weighed it. I did remove the gas tank and exhaust, and everything related to the gas engine.
Tires	Standard 15" Cheap street tires at 40 psi.
Conversion Time	6 Months after work.
Conversion Cost	Used parts and nuts and bolts, wiring, etc. $4200. plus S-10 glider $1000. = $5200 total
Additional Features	Solar panel 39X39 inches, 90 Volts DC mounted in bed of truck. Vacuum pump brake booster on with stop lights using a relay. Transmission locked in second gear. Reversing contactor to reverse. Instant 300 Amp meter, and 100 Volt meter, in center console. 3 emergency 300 amp disconnects in line with traction battery, under hood, center console, and traction battery - post. 300 amp fuse on traction battery + post. Digital bar graph volt meter fuel gauge measures average battery condition. Super loud Pioneer stereo with small subwoofer and 4 high performance speakers. Viper alarm system with remote door locks. radar detector,
Best fun I ever had building something myself. I recommend to everyone, please drive GREEN, and save the air we breathe. For more information go to ebay an

S-10 Michaela Merz

“Safti”

Last Updated 05-03-2006

Owner	Michaela Merz
Location	Texas USA ^map
Web/Email	WebPage
Vehicle	Chevrolet S-10 long bed
Motor	Advanced DC FB1-4001 Series Wound DC 9"
Drivetrain	stock
Controller	DC Power Systems DCP-1200 Raptor
Batteries	24 Trojan T-125, 6.00 Volt, Lead-Acid, Flooded I started with NAPA/Exide batteries and had to exchange them after a 6 months due to multiple failue
System Voltage	144 Volts
Charger	Zivan NG3 onboard
Heater	MES-DEA Fluid Heater with stock core
DC/DC Converter	Brusa 35 Amp / 42 Amp peak
Instrumentation	Volt/Amp E-Meter
Top Speed	70 MPH (112 KPH)
Acceleration	0 to 60 MPH in about 20 seconds
Range	50 Miles (80 Kilometers) approximately
Watt Hours/Mile	300 Wh/Mile
EV Miles
Seating Capacity	3 adults
Curb Weight	0 unknown, heavy
Tires	TigerPaws
Additional Features	Battery heaters 110 VAC inverter for stuff we need on the farm, vacuum pump for brakes Tilt bed and additional battery access through (coated) aluminum doors in the bed.
I bought that truck in a partial converted but not street legal condition. The ICE's onboard computer had been removed leaving me without a lot of 12 Volt systems like speedo, brake-light etc. I used a Dakota Digital signal converter to feed the speed sensor output directly into the speedometer. Battery heaters are controlled by a cheap a/c thermostat with its temp. sensor wired into a battery box. The NAPA (Exide) batteries haven't held up in EV use. I already had to replace 4 within 6 months and finally replaced them with Trojan T-125s.

Solectria E-10 Jeff Wilson

“Buzz”

Last Updated 08-10-2006

Owner	Jeff Wilson
Location	Brentwood, Tennessee USA ^map
Email
Vehicle	Chevrolet S-10 Solectria E-10)
Motor	Brusa gtx20T 3-Phase AC two
Drivetrain	Direct drive
Controller	Brusa AMC325 two controllers
Batteries	24 Deka 8G24, 12.00 Volt, Lead-Acid, Gel Dominator 74 Ah
System Voltage	144 Volts
Charger	Brusa NLG412
Heater	Yes, and its HOT. (electric)
DC/DC Converter	Brusa
Instrumentation	Brusa AmpHour meter, ammeter, voltmeter
Top Speed	75 MPH (120 KPH) about
Acceleration	about 25 seconds
Range	45 Miles (72 Kilometers)
Watt Hours/Mile	175 Wh/Mile
EV Miles
Seating Capacity	2 adults
Curb Weight	4,000 Pounds (1,818 Kilograms) approximately
Tires	Goodyear Allegra P215 75 15
Conversion Time	about 100 hours to get it running again
Conversion Cost	about $4,000 in parts, batteries and stuff
Additional Features	Power steering, Power brakes, A/C, AM/FM Cassette, tinted rear slider window, bucket seats. The other neat feature is that it is green instead of white like almost every other E-10 on the road. (I know of only 4 others and two of those are being parted out.)
UPDATE: It's been almost a year and over 5,000 miles and going strong. No serious problems, only a loose wire that caused a dead truck. Traced the wire and no problems since. What a TRUCK! This is an LS version of the S-10, very few of these were converted by Solectria. It has about 15,500 miles on it. The truck was originally an Arizona truck so it has absolutely no rust. When I bought it, it had 12 dead Hawker batteries and about half the Arizona desert in it. After a substantial bath, it started looking like a truck again. The batteries were a wash as well. New Dominators and a little re-wiring got me into a really nice truck.

So You Want to Build an Electric Car

Last Updated: 12/30/05

Okay, you think you are ready for the big plunge, building an electric car. So, of course, you have a few questions. I collected a list of questions I have been asked. I think this about covers it all, but if I missed one, just ask.

(click on the question to go to the answer)

What is the best car to convert?

What kind of motor should I use?

What kind of batteries do I use?

Where can I buy the parts?

Are there any books on how to do a conversion?

How far can I go on a charge?

How fast will it go?

How much will it cost?

Is there anyway to make it recharge itself while driving?

How about solar panels?

How about adding a lawnmower engine driving a generator?

What is the best car to convert?

There is no "best car" to convert. The vehicle of choice depends on what you want it to do. Porsche 914 conversions tend to be quick and have excellent range, but they aren't much good for hauling a couple of kids to school. Volkswagen Rabbits