Electric PorscheLast week’s post was devoted to the efforts of Ken Watkins, a Florida senior citizen who electro-refitted a Chevy pickup truck. He turned out a good-looking ride and plans to do more vehicles in his retirement years.

That article resulted in an email from another Floridian: Paul Liddle, the owner of EVPorsche, who is electrifying Porsches, Lamborghinis, and even a Rolls Royce! And I thought, "WOW, an electric Porsche 911, cool!"

And then I thought, what about the vroom-vroom? You know, racing the engine at a stop sign, popping the clutch with the pedal to the metal, speed shifting up from first to the top gear, and getting thrown back in the seat as the engine roars ahead until you’ve reached a hundred or so. And then there’s the downshifting, again the engine revving up as you save the brakes and come to a slower speed or a stop.

I’ve driven a few sports cars, and that was part of the thrill: coordinating the clutch with the gears (as fast as possible), pedal to the metal, complete control, and the vrooooom. Well, according to Paul’s website, you’ll get fast, smooth, quiet acceleration with some optional gear shifting. Your Porsche will still act like it’s on steroids, but without the “feel” and sound of a piston engine car. If I could afford one, I’d ask Paul to add a recording of engine noises that correspond with the increase or decrease in speed, with speakers in and outside the car for make believe. Add in a little mechanism to vibrate the car just a bit, and I’d be in hog heaven.

Maybe electric car manufacturers would make those options available to those of us who still like the sound and feel of an internal combustion power plant. I come from a time when a V8 with glass paks made you king of the hill, or at least feel like it. Four and six cylinder cars were wimps; my, how times have changed. I still chuckle when I see some guy in his little four-cylinder car with loud mufflers “roar” away from a stop sign.

Ok, so I’m having some fun, but Paul is dead serious and you should see his site: it’s very impressive. And then I thought, "Are other smaller entrepreneurs doing the same thing?" While searching for an answer, I found the Electric Auto Association. It’s a veritable treasure trove of information about electric vehicles, from the new, to gas-car conversions for sale, hybrids, conversion kits, electric scooters, bikes, motorcycles, working electrics at Gorilla Vehicles … the list goes on. The EAA site also has a link to electric vehicles for sale on Ebay. You’ll find electric vehicle events around the country, forums, and links to EAA chapters 19 states, as well as Canada.

More Googles turned up Free Energy News where you’ll find links to several resources. If you’re really interested in electric vehicles of any kind, just Google “electric vehicles” and knock yourself out.

I still think the VROOOOOM would be a nice touch.

Nice looking truck, isn’t it? And it runs well too, without an engine, radiator, or those other amenities, although there is a five-speed manual transmission. You’re looking at a Florida man’s lifelong dream: his first electric vehicle.

62-year-old Kenneth Watkins is an electrical engineer in Orlando, Florida. Ken said he’d wanted to build an electric-powered vehicle for years, but raising a family came first and now that everyone’s grown, he has the time and resources to make his dream come true.

He bought the truck off a used car lot for what he said was a good price, since the engine was in pretty bad shape and the truck was anything but a “prize”. Nonetheless, it was “just what I wanted,” so he drove it home and began stripping the engine compartment.

He pulled the engine and sold it on Ebay, and then removed the radiator with all the accompanying hoses and belts. The clutch was removed but he kept the five-speed transmission. The exhaust system is gone, too: there’s no muffler or tail pipe. He did keep the oil pressure gauge, which now monitors the motor controller, and he uses the old engine temperature gauge to monitor the electric motor.

Ken replaced the engine with a 20hp electric motor and controller. He added 24 6-volt golf cart batteries, which he placed in the bed of the truck and hooked them up in series, creating a 144-volt system. Ken said he used golf cart batteries “because they have a greater amp hour rating than 12 volt batteries. Batteries in series only have as much amp hour rating as one battery. These batteries have a 220 amp hour rating compared to 100 amp hours for a 12 volt battery.”

How much did the conversion cost? Ken said the batteries cost $1900, and there’s about $15000 invested in the vehicle itself, plus other equipment outlined above, body work, paint job, air shocks for the rear suspension and other items needed to make the truck safe and reliable.

Is it worth it? Ken said it costs about $2 to drive the truck 50 miles at a top speed of 70 mph. It’s 24 miles round trip to his job at Northrop Grumman, so he has plenty of power left to run errands. The batteries recharge in 6 to 8 hours from a battery charger in his garage. The five-speed manual transmission comes in handy, too. He starts the truck in 2nd gear, and when the speed reaches 40mph he takes his foot off the accelerator pedal and seamlessly shifts into 3rd, for a cruising speed of up to 70 mph.

Amortizing the batteries out over a three year period, although they are guaranteed for five years, Ken said it costs about $2 a day for the batteries and $1.50 to charge them. His round-trip to work costs about $3.50 a day. In a regular, gasoline-powered engine that averaged 20mpg, the gas alone would cost at least $6 a day. It really doesn’t matter, though: Ken said if he broke even, it’s still the right thing to do.

And there’s no problem driving at night with the lights and radio on: Ken says the lights take very little electricity to operate, as do the radio and A/C fan. Yes, he lives in Florida, and he’s putting together an air-conditioning system using the existing compressor and powers it with a small DC motor. Heating the truck isn’t a problem, either: an element from a commercial, plug in the wall heater replaces the heater core.

So this able senior has his future retirement planned: he wants to sell the truck and convert more vehicles to electric. The next one, he says, will probably be a passenger car, and maybe with newer battery types to increase efficiency and reduce cost. In any event, Ken is willing to share his knowledge with anyone who is interested, and convert someone’s vehicle if they wish. His email is kw1806@bellsouth.net, and he's on MySpace. Go Ken!

The Ford Model T and the Chevy Volt: Image Sources: University of Houston, Edmonds.com

I was reflecting over the weekend on just how far we’ve come in the past 100 years or so, and I’d like to do some reminiscing. Old folks are prone to do that since we have so many “miles” stacked up. So humor me.

This was a little before my time, but back in the early 1900’s, Henry Ford began production of his Model T, the Volkswagen of its time. The really interesting thing about his new car was that it ran on ethanol, or gasoline, or a combination of the two. As a matter of fact, Ford was quoted as predicting ethanol was the fuel of the future. His vision was to “build a vehicle affordable to the working family and powered by a fuel (ethanol) that would boost the rural farm community.” He also became fascinated with soybean-based plastics through his relationship with George Washington Carver.

In 1942, Ford patented an automobile using a tubular welded frame and a body made almost entirely of plastic derived from soybeans. According to Wikipedia, the vehicle weighed 30% less than a steel car, ran on ethanol instead of gasoline, and could withstand impacts ten times greater than could steel. WWII was underway, and the concept was lost in the demand for war materials.

So what happened to that prediction? Ethanol was used as a fuel by itself and as a blend with gasoline until prohibition hit in 1919, when anything alcoholic was illegal, except for ethanol’s use as an additive to gasoline. After prohibition, ethanol as a fuel by itself never regained popularity, and it was used in gasoline for a very short time to help boost octane and reduce the annoying engine knock that haunted higher compression engines. After World War II, the price of fossil fuels edged ethanol out of the fuels market, and by the late 1940’s, virtually no commercial fuel ethanol was available in the US.

The use of ethanol as an octane booster, or anti-knock additive, gave way in the early 1920’s to a substance known as tetraethyl lead, a cheap, explosive and very poisonous solution developed by General Motors. It was marketed as “leaded gasoline”, and remained a staple of the oil industry until the mid-1970’s when it was outlawed for what it was: a dangerous health threat. That’s why when you pull up to the pump, you see that you are using “unleaded” gasoline. It’s interesting to note that the developers of leaded gasoline were strong advocates of ethanol for boosting octane, but GM reportedly caved in to oil company interests looking for a cheaper method of preventing the pre-ignition of fuels in the cylinder.

So today, the love affair with fossil fuels is waning for a number of reasons, probably more because of the cost than the pollution they cause. Ok, it’s an old man’s cynicism that simply says “money talks”, or to quote Billy Holiday’s lyrics in “God Bless the Child,” “Them that’s got shall get, Them that’s not shall lose.” I really suspect that if the price of gas goes back to $1 a gallon, the push for alternatives like ethanol would fade big time.

Diesel fuel

Let’s move along to another fossil fuel, diesel. When Rudolph Diesel first conceived the engine that bears his name, his primary focus was to provide a simpler and more efficient power plant that would run on petroleum-based fuel or one made from natural plant oils.

The idea caught on in Europe, and Diesel became a millionaire. He came to the US on a couple of occasions to enlist the help of a super salesman he’d heard about, August Busch. Yeah, the Anheuser Busch guy. Busch gave it his best but the concept didn’t catch on in the states, so Rudolph went back to Europe to perfect his invention, and August sold beer. The first diesel engine put into use in the United States was at the Busch brewery in St. Louis. Diesel’s trip wasn’t in vain after all: he sold one. In 1913, as World War I was looming, Diesel boarded a ship to cross the English Channel in an effort to sell his concept to the British. Diesel didn’t make it to the isles: his body was found floating in the water after he didn’t show up for breakfast one morning. It is believed Mr. Diesel was very despondent after losing a patent battle and his fortune, and chose to end his life in that manner. Some conspiracy buffs think the German army, in an effort to keep the British from powering their submarine fleets with his engine, murdered him.

The diesel engine finally caught on after WWI, and became a workhorse during and after WWII. Today, it’s a major contributor to our society, yet most of those engines still run on fossil fuels. Again, I ask the question: if the price of diesel fuel drops to $1 a gallon, would money talk?

The Electric Car

Now, let’s consider the electric car. At one time, many years ago, there were more electric cars on the road than those fueled with gasoline. However, battery technology wasn’t as sophisticated as it is today, and the idea died rather quickly. But let’s fast-forward about 90 years and ponder for a moment GM’s electric car of the mid 1990’s, the EV1. It was a sensation in California, and more than 1000 were leased to eager customers with orders piling up. Then, one day, GM pulled the plug on their new concept, saying they stood no chance of ever making a profit on the car. As leases expired the cars went to the shredders, and all but a very few that were purchased, as I understand, are still traveling the roads of California.

Once again it’s alleged the oil companies, auto manufacturers and even our federal government weighed in on the undesirability of GM’s EV1 and the concept died a mangled death. The documentary film, Who Killed the Electric Car? tells an interesting story; it’s worth a look.

So, here we are, everything that’s old is new again! We’re spending billions of dollars today, researching and producing alternative energy sources to replace high priced and dirty fossil fuels, when the answers were there a century ago. But at that time, fossil fuels were cheap, and money appears to have talked louder than concerns for our health and environment. That’s progress, I guess. What fuels will prevail? With all the research going on we’ll just have to invoke the old saying, “let’s throw it against the wall and see what sticks.”

Sally and I are doing our part, by the way. We drive a ’96 Ford Contour, a nice little car and it serves our needs. However, since my lungs are giving out due to the coal smoke I inhaled as a kid, in addition to emissions from other fossil fuel sources, and of course, cigarettes, walking any distance just doesn’t happen anymore. So, the Veterans Administration was nice enough to give me a four-wheel Rascal scooter to get around. Sally’s knees work on a flat level only, so she now has a Jazzy power chair. We drive the car very little. She shops at the nearby farmers market for most things, and since we live downtown, the public library is close by, and city and county buildings, restaurants and movie theatres are but a few minutes away on our electric vehicles. And yes, it was forced upon us, and yes, there is still a carbon footprint because of the utility company’s use of fossil fuels, but we’re grateful to have these options and know we are contributing our small bit to cleaning up the air and still lead normal lives.

James Hunt: Register-Mail PhotoYou pull into the driveway, tired after more than 3000 miles on the road, but what a vacation! You loaded mom and the kids into the SUV, and set off for the ultimate family trip: a tour of America.

First stop, the nation's capital, then to Disney World, Gettysburg, the Black Hills, Yellowstone National Park, and while you’re in the vicinity, a side trip to the Grand Canyon. You visited a few relatives along the way. You’ve stayed in hotels and motels, camped out a couple of times, and eaten at both fast food restaurants and a couple of four star eateries.

The only thing you didn't buy was gasoline. You took the SUV, the gas hog, but you didn’t put one drop of gas in the tank. Let’s see, the price of gasoline is $3 a gallon, plus or minus, and you drove at least 3000 miles in a vehicle that averages 15 mgp. Wow, that’s a savings of at least $600, not bad in this day and age.

And, as you sit at the kitchen table adding up the cost of your odyssey, you offer up a silent "thank you" to a young, disabled Navy vet, 36 year old James Hunt who lives in Galesburg, IL, and attends Carl Sandburg College.

Hunt spent a year and a half working in his garage before taking his new fuel concept project to college officials who liked what they saw, and funded a lab with all the materials needed to continue the work. Hunt formed the CSC Inventors Club, and was joined by several like-minded students who developed working bench models of his system.

What’s the secret? It's hydrogen gas, extracted from those six gallons of water by plasmatic induction, and fed to the motor as a gas to power the engine. When hydrogen burns, it gives off water, which is fed back to that six gallons; the only thing coming out the tailpipe is hot air. It's all perfectly safe: you'll never re-create the Hindenburg disaster in the car. I know, water in the gas tank, it's been done before but stay with me here…

Can this work? Yes. Jim says they have internal combustion engines running on hydrogen gas produced by the energy conversion system in the lab. In June, the students will retrofit a 1991 Chevy Cheyenne 4×4 pickup to begin road testing the system. First they'll tour the Carl Sandburg campus until they receive permission to operate a non-conventional fuel-powered vehicle on city and state thoroughfares.

Is anyone really interested? Hunt says the program manager of GM’s (that’s General Motors) Fuel Cell Technology Development Division contacted him, requesting more information. In a story from Galesburg’s Register-Mail newspaper, Hunt told reporter John R. Pullium that three Fortune 500 companies have contacted him, along with several investors and possible sponsors. In his latest communication to me, Jim said he’s received inquiries from individuals concerning expanded uses for the system, such as fuel to generate electric power for small communities. "We have started to take on private investors" he said "to help raise money for research and development of our final prototype".

How much would it cost to retrofit your vehicle? Hunt figures about $2000. Will it fit in your car? Sure, he says: just replace your fuel tank with his recovery system, add water and drive away. The only thing you’ll change are some non-lethal carbon rods, about once a year. They’ll cost somewhere in the range of what you’d pay for gasoline in one month of driving.

Will it work? Will he get his patent, and will his dream survive the anticipated onslaught from big oil corporations and other interests who’d rather not see this type of energy generation system take hold? In another Register-Mail article, Hunt is quoted as saying, “I’d like to see the world benefit” and added, “I am fearful of the bad guys in the background.” Today, he feels his future is looking up, happy that he’s apparently managed to break the hydrogen safety barrier.

Jim has promised to keep me updated on their progress, and we’ll be watching this story very closely, posting updates as they become available, regardless of the outcome.

SOURCES:

CSC Investors Club BlogSpot: Newspaper Articles