About Opentopia
Opentopia Directory Encyclopedia Tools

General Motors EV1

Encyclopedia : G : GE : GEN : General Motors EV1

 

General Motors EV1
EV1
Manufacturer: General Motors
Production Years: 1996/97 660 units (Gen 1)
1998/99 457 units (Gen 2)
Production Location: GM Lansing Craft Center, Lansing Mi
Production Quantity (2 runs): 1117
Predecessor: Prototype: Impact
Class: Subcompact Battery Electric 2-seat commuter vehicle
Drive wheels Front
Motor location: Front
Traction Motor: 3-phase AC Induction
Controller cooling: Liquid
Charger: Outboard AC Magnecharge
Charging connector: 6.6 kW Inductive paddle - requires specialized 220 VAC charging station
Charger cooling: Air
Opportunity charging: with portable 110vac charger carried in trunk (VRLA only)
Charge time VRLA: 5.5-6 hours
NiMH: 6-8 hours
Battery cooling: Gen1: air blower
Gen2: Vehicle air conditioner
Pack voltage: VRLA: 312 V
NiMH: 343 V
Battery type: 26 modules:
VRLA (Valve Regulated Lead Acid), 1310 lb
NiMH, 1147 lb
All Gen 1 (1997) vehicles were first equipped with Delphi VRLA batteries, which were later replaced with Panasonic VRLA batteries.
A few Gen 2 (1999) vehicles were originally equipped with Panasonic VRLA batteries, but most Gen 2 vehicles were equipped with Ovonics NiMH batteries.
Battery capacity: VRLA (Delphi) 53 Ah; (Panasonic) 60Ah
NiMH: 77 Ah
Battery location: "T" (between and behind seats)
Range: VRLA: 55-95 miles
NiMH: 75-150 miles
Maximum speed: 80 mph (computer limited)
Performance: 0-60 time -<8 seconds.
Mileage: ? miles/100 kWh
0.179 kWh/mi charged
0.373 kWh/mi charge cycle
Transmission: single speed reduction integrated with motor and differential
Axles: Halfshafts with constant velocity joints
Similar: ACP tzero
Honda EV Plus
Seating: Bucket seats for driver and one passenger
Included: Heat pump (heater/AC), power steering, power brakes, power windows, keyless entry pad, keyless ignition pad, AM/FM CD player, Antilock Brakes, Airbags and Three-Point Belts for Driver and Passenger, Aluminum Wheels, Low Rolling Resistance Tires
MSRP: Unknown - Lease only. Estimated at ,995 to ,995
This article is part of the General Motors automobile series.

EV1 may also apply to the Saab EV-1.
The EV1 was the first production quality battery electric vehicle produced by General Motors in the United States and at the time, was the only vehicle in the history of the company to bear the "General Motors" badge.

GM leased over 800 EV1 cars out of about 1100 manufactured[link] with the proviso that after the three-year leases were up, the cars reverted to the company. They were available in California and Arizona and could be serviced at designated Saturn dealers.

The purpose of the EV1 was, in part, to satisfy California's Zero-emissions vehicle mandate initiated in 1990. The ZEV program specified that by 1998, 2% of all new cars sold were to have no emissions. GM stated that they spent over $1 billion developing and marketing the EV1, though much of this cost was defrayed by the Clinton Administration's $1.25 Billion [Partnership for a New Generation of Vehicles (PNGV)] project[link] [link].

In late 2003, GM cancelled the EV1 program. [link] [link] Despite unfulfilled waiting lists and positive feedback from the lessees, GM stated that it could not sell enough of the cars to make the EV1 profitable.[link] GM also cited a lack of demand. However, every EV1 that was offered for lease was placed in service.

The price for the car used to compute lease payments was $33,995 to $43,995, which made for lease payments of $299 to over $574 per month. "One industry official said each EV1 cost the company about $80,000, including research and development costs." [link] The vehicle's lease prices also depended on available state rebates. At that time, the cost for the electricity used to power the car was computed to be 1/3 to 1/2 the cost of the equivalent amount of gasoline. Current increases in gas prices have made electricity relatively even less expensive.

Contents

Technology

The EV1 was a 'purpose built' electric vehicle, not a conversion of an existing vehicle or drivetrain. General Motors used many advanced technologies including:

*Aluminum frame
*Dent resistant side-panels
*Anti-lock brakes
*Traction control
*Heat pump (Heater/AC)
*Keyless entry / keyless ignition
*Special one-way thermal glass to allow for better insulation
*Regenerative braking
*Self-repairing tires
*Very low drag coefficient (~0.19)
*Super light alloy mag wheels
*Low-rolling resistance tires
Most of these technologies were included to improve the overall efficiency of the EV1.

The first generation EV1s used lead-acid batteries in 1996 (as model year 1997) and a second generation batch with nickel metal hydride batteries in 1999. Some of the GEN 1 EV1's were refurbished and upgraded to Panasonic Lead Acid batteries.

The "GEN I" cars got 55 to 75 miles (90 to 120 km) per charge with the Delco manufactured lead-acid batteries, 75 to 150 miles (120 to 240 km) per charge with "Gen 2" Ovionic nickel-metal hydride batteries, and 75 to 100 miles (120 to 160 km) with the "Gen2 Panasonic Lead-Acid batteries. Recharging took as much as eight hours for a full charge (although one could get an 80% charge in two to three hours [link]). The battery pack consisted of 26 12-volt lead-acid batteries holding 67.4 MJ (18.7 kWh) of energy or 26 13.2-volt nickel-metal hydride batteries which held 95.1 MJ (26.4 kWh) of energy.

A modified EV1 prototype set a land speed record for production electric vehicles going 183 mph (295 km/h) in 1994.

Consumer Experience

The process of obtaining an EV1 was difficult. The vehicle could not be purchased; only a closed-end lease for 3 years with no renewal or residual purchase options was offered, and test drives were often by appointment. Only certain Saturn dealerships in California carried the EV1, and only an EV1 specialist could assist in leasing an EV1.

Before reviewing leasing options, a potential lessee would be taken through a 'Pre-qualification' process to learn how the EV1 was different from other vehicles. He then went on a waiting list with no scheduled delivery date. After two to six months, the lessee would be allotted a vehicle. He then had to arrange for charger installation at his home; this took one to two weeks.

Once past these hassles, the EV1 experience was encouraging and unique. The EV1 had the lowest wind resistance of any production vehicle in history. As a result, at highway speeds, the only audible noise was often the steady thrum of the tires, with nothing from wind or motors. At lower speeds, and at stoplights, there was no noise at all, save for a slight whine from the single-speed gear reduction unit. Performance was excellent, with 0-60 times in the 8 second range. Top speed was limited to 80 MPH, though the EV1's propulsion system and aerodynamic shape were theoretically capable of 190 MPH with modified gearing. Speed, range, and various other numbers were displayed by futuristic digital readouts spanning a thin strip curving atop the dashboard.

The home charging installation was about 1.5'x2'x5' with integrated heatsinks and resembled a gasoline pump. Charging itself was entirely inductive, and accomplished by placing a plastic paddle in the front port of the EV1. The process was safe and efficient.

Cancellation

In 2001, the California Air Resources Board [modified the ZEV Mandate] to allow manufacturers to claim partial ZEV credit for hybrid vehicles. General Motors and DaimlerChrysler then sued the state of California and CARB, alleging the new ZEV rules violated a federal law barring states from regulating fuel economy.[link] In response, CARB removed the requirement for electric vehicles from the ZEV mandate in 2003, and GM canceled the EV1 program soon thereafter.[link]

Upon lease expiration, the cars were put into storage at a facility in Burbank, California. GM donated a small fraction of the total of EV1s to colleges and universities for engineering students, and to several museums, including the Smithsonian Institution. As of June 19th, 2006 the car has been removed from the Smithsonian.[link] In March 2005, the last 78 in storage were transferred to the GM Desert Proving Grounds in Mesa, Arizona, for disposal, crushing, and recycling.

300px
Enlarge
300px

Over 100 people offered to purchase the electric cars and waive such liability as they were able, but GM refused. GM more recently stated that they would be subject to product liability and their policies would require them to provide service and replacement parts for ten years. [link]

GM states that the electric-car venture was not a failure, and that the EV1 was doomed when the expected breakthrough in battery technology never materialized.[link] There were additional practical reasons for the EV1's cancellation. The NiMH battery packs that improved range came with their own set of problems; GM had to use a less-efficient charging algorithm and waste further amps on the A/C to prevent them from overheating.[link]

Many consumers and government officials questioned General Motors commitment to the EV1 program. Inadequate marketing and artificially constrained supply have led some to believe the EV1 program was intended to fail, and to prove the electric vehicles were not feasible. Also cited was GM's insistence on repossessing and destroying all EV1s, rather than selling them at the termination of the program, and GM's ties with the oil industry. GM insiders [link] later provided documentation of long waiting lists that went unfulfilled. [link]

A documentary about the demise of the EV1 and other electric vehicles entitled Who Killed the Electric Car? debuted on June 30, 2006. Several weeks before the debut of this movie, the Smithsonian Institution announced that its EV1 display was being permanently removed and the EV1 car put into storage. Although GM is a major financial contributor to the museum, both parties denied that this fact contributed to the removal of the display.[link]

Not all of the EV1s have been destroyed. A select few can still be seen on the road, most commonly in Warren, Michigan, where GM's tech center is located [link]. According to the interview with Rick Wagoner in Motor Trend, the cancellation of EV1 program is the central regret of his tenure as GM's CEO.

EV1 Drivetrain Prototypes

EV1 shown plugged into charging station
Enlarge
EV1 shown plugged into charging station

General Motors revealed several prototype variants of the EV1 drivetrain at the 1998 Detroit Auto Show. The models included diesel/electric parallel hybrid, gas turbine/electric series hybrid, fuel cell/electric version and compressed natural gas low emission internal combustion engine version [link][link].

The new platform was a four-passenger variant of the EV1, lengthened by 19". For hybrid and electric vehicles, the battery pack was upgraded to 44 NiMH cells, arranged in "I" formation down the centerline, which could fully recharge in just 2 hours using onboard 220 V induction charger; additional power units were installed in the trunk, thus complementing the 3rd generation 137 hp AC Induction electric motor installed in the hood. Hybrid modifications retained the capability of all-electric ZEV propulsion for up to 40 miles (64.4 km).

EV1 CNG

The CNG variant was the only non-electric vehicle in the line-up, even though it employed the same up-stretched platform. It used a modified Suzuki 1.0 L turbocharged I3 all-aluminum OHC engine installed under the hood. Due to a very high octane rating of the CNG (supposedly allowing for a greater compression ratio), this small engine was able to deliver 72 hp at 5500 rpm.

The batteries were replaced with two CNG tanks capable of maximum operating pressure of 3000 psi. The tanks could be refueled from a single nozzle in only 4 minutes. In-tank solenoids shut off the fuel during refueling and engine idle, and a pressure relief device safeguarded against excessive temperature and pressure. With the help of continuously variable transmission, the car accelerated to 0-60 mph (96.6 km/h) in 11 seconds. The maximum range was 350 to 400 miles, and fuel economy was 60 mpg (in gasoline equivalent).

EV1 Series Hybrid

The series hybrid prototype had gas turbine engine APU placed in the trunk. A single-stage, single-shaft, recuperated gas turbine unit with a high-speed permanent-magnet AC generator was provided by Williams International; it weighed 220 lb (99.8 kg), measured 20 inches (50.8 cm) in diameter by 22 inches (55.9 cm) long and was running between 100,000 and 140,000 rpm. The turbine could run on multiple fuels, from reformulated gasoline to compressed natural gas. The APU started automatically when the battery charge dropped below 40% and delivered 40 kW of electrical power, enough to achieve speeds up to 80 mph (128.8 km/h) and to return the car's 44 NiMH cells to a 50% charge level.

Fuel tank capable of 6.5 gallons (24.6 l) allowed for a highway range of more than 390 miles (627.6 km) and fuel economy of 60 to 100 mpg (3.9 to to 2.4 L/100 km) in hybrid mode, depending on the driving conditions. The car accelerated to 0-60 mph (96.6 km/h) in 9 seconds.

EV1 Parallel Hybrid

The parallel hybrid variant featured 1.3 L turbocharged DTI diesel engine from Isuzu delivering 75 hp, installed in the trunk along with an additional 6.5 hp DC motor/generator; the two motors drove rear wheels through electronically controlled transaxle. When combined with AC induction motor which powers front wheels, all three power units delivered a total output of 219 hp, accelerating the car to 0-60 mph (96.6 km/h) in 7 seconds. Single tank of diesel fuel could keep the car running for 550 miles with a fuel economy of 80 mpg.

A similar technology is used in the 2005 Opel Astra Diesel Hybrid concept.

EV1 Fuel Cell

This variant extended all-electric propulsion capabilities with a methanol-powered fuel cell system (developed by Daimler-Benz/Ballard for the Mercedes-Benz NECAR), again installed in the trunk. The system consisted of a fuel processor, an expander/compressor and the fuel cell stack powered by The highway range was about 300 miles, with a fuel economy of 80 mpg (in a gasoline equivalent). The car accelerated to 0-60 mph (96.6 km/h) in 9 seconds.

See also

External links

 

From Wikipedia, the Free Encyclopedia. Original article here. Support Wikipedia by contributing or donating.
All text is available under the terms of the GNU Free Documentation License See Wikipedia Copyrights for details.

Search Titles
0123456789
ABCDEFGHIJ
KLMNOPQRST
UVWXYZ?

E-mail this article to:

Personal Message: