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General Motors EV1 Electric Vehicle Drivers
1999 General Motors EV1

Proving that Electric Vehicles fulfill our daily driving needs

The next generation GM EV1 is a "purpose-built" electric vehicle with software upgrades, refined ride and handling [i.e., the sway under extreme acceleration is mostly gone], improvements in fit and finish, and new plush upholstery. For the first time, the EV1 offers NiMH. Of course the 1997 Honda was out with the Panasonic version of these batteries long before the GM car was able to make use of them, but better late than never.

The EV1 is offered using either improved (i.e., not Dephi) lead acid batteries, or hi-tech NiMH batteries with more than twice the energy per unit weight.

"The Ev1 is currently available at select Saturn retailers in Sacramento, San Francisco, Los Angeles, San Diego, Phoenix and Tucson", according to GM.

Propulsion 137 horsepower 3-phase induction motor using a single speed dual reduction gear set with a ratio of 10.946:1. The Gen II propulsion system has an improved drive unit, battery pack, power electronics, 6.6 kW on-board charger, and heating and thermal control module.

Batteries--Lead Acid version made by panasonic
26 valve regulated Hi Cap lead acid (PbA) batteries, which are a vast improvement over the erratic performance of the Gen I pack, which rarely if ever exceeded 40 Amp Hours. This will probably solve the "quality control" problem, which led to our replacing 3 out of 26 batteries in a new pack. In one memorable incident, our mechanic on a trial run got stranded by a faulty battery out of cell phone range, and had to hitch-hike to get a tow truck. Energy density is about 35 watt-hours per kilogram of battery weight.

Batteries--Nickel Metal Hydride version made by Ovonics, a joint venture with Energy Conversion Devices. This revolutionary battery technology has changed the battery world, now available on GM EV1!
Available in California only, the NiMH cells are 1.2 volts, so a standard 12-volt module contains 10 cells instead of 6 for a normal lead acid battery. The new EV1 will use 13.2 volt modules, each one containing 11 cells. The voltage will be 343.2, consisting of 26 battery modules. The NiMH batteries last virtually forever, do not suffer energy loss in extremely cold weather (like PbA), do not have a memory effect (like NiCd), but do have a slight heat buildup problem on charging. For this reason, GM's EV1, with the batteries packed in the enclosed "T" formation, needed a cooling system. Honda got around this "problem" by simply hanging the battery compartment under the car, where the excess heat could escape to the ambient air.
Energy density on the old NiMH batteries was 70 watt-hours per kilo, the new versions are supposed to be upwards of 100 watt-hours per kilo.

Range--Lead Acid version The Gen 1 car has a range of 40 to 90 miles (depending on the state of the battery pack, and cherry picking the batteries, some got better than 100 miles). Hence, the new, improved batteries can be expected to yield range of at least 60 (driving crazy) to more than 100 (driving smoothly). The main thing is the superior quality will lead to more reliable attainment of the 80-mile range band for the lead acid version.
GM only claims 55 to 95 miles, but I bet 100 will be routine for experienced drivers driving reasonably.

Range--Nickel Metal Hydride version The EV1 has greater aerodynamic efficiency, but Gen 1 had some electronic problems (e.g., a slight delay before regen kicked in). Since the Honda EV+, with a smaller pack, has a range of up to 125 miles with bad aerodynamics and a steel frame, the EV1 with NiMH batteries should have a range of 135 to 200 miles, all other things being equal.
GM is only claiming 75 to 130 miles, but rumors abound of GM Vice Presidents (who got to drive the car) getting better than 200 on one charge.

Charging Using the 6.6 kw charger, GM is claiming 6-7 hours for the lead acid version, and 8-10 hours for the NiMH version.
This is somewhat deceptive, because the optimal charging is the "20-80" rule: Hook it up to a charger before it is completeley empty ("20%"), and move on when it's not quite full ("80%"). This is the range in which the batteries soak up energy most efficiently, and to get 60% of the 16 kwh in the lead acid version would take about 2 hours (allowing 25% for charger loss and cooling). Applying the same rule to the NiMH version, which holds perhaps 32-45 kwh (we don't know whether they are using the newest stuff from Ovonics), it would take 4 hours to charge the NiMH version.

Unfortunately, the on-board charger is still not set up to plug into a normal "220" dryer plug, it requires a "magnecharger" setup which converts normal 208v or 240v current to much higher voltage, then sends it down a thick, fixed-length cord, and to a magnetic induction transmission device (called the "paddle"). The car then converts the much higher voltage back to current which the on-board charger can use. Would be nice if there were provision for using a normal 220 plug like that used by many RVs.

Blended regen braking Front hydraulic disk and rear fly-by-wire drum brakes and the electric motor, which turns into a generator when you remove your foot from the accelerator. Up to 80% of the energy of motion is recaptured and stored in the battery, saving wear and tear on brake linings, and lots of fun when coming down from Big Bear. [Up until now, the EV1 has not been able to make it to Big Bear, now it should be able to get there easily, like the Honda EV+ does].

Al structure 290 lbs., less than 10% of GVW. Comprises 162 pieces bonded, welded and bolted together.

Composite body panels Same great composite body and fender parts, great stuff and lighter than steel.

Aerodynamics Drag coefficient is .19, the most efficient production vehicle.

Specifications Top speed is still regulated to 80 mph, 5 miles slower than the Honda EV+ 85 mph. Traction control, cruise control, anti-lock brakes, dual airbags, power windows, door locks and outside mirrors, AM/FM CD cassette, tire pressure monitor system, and numerous other features.

Proving that Electric Vehicles fulfill our daily driving needs

NiMH Battery powered performance

Links

Specs for the
1999 EV1

Specs for the
1997 EV1

email web support

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*Proving that Electric Vehicles fulfill our daily driving needs*

The next generation GM EV1 is a "purpose-built" electric vehicle with software upgrades, refined ride and handling [i.e., the sway under extreme acceleration is mostly gone], improvements in fit and finish, and new plush upholstery. For the first time, the EV1 offers NiMH. Of course the 1997 Honda was out with the Panasonic version of these batteries long before the GM car was able to make use of them, but better late than never. The EV1 is offered using either improved (i.e., not Dephi) lead acid batteries, or hi-tech NiMH batteries with more than twice the energy per unit weight. "The Ev1 is currently available at select Saturn retailers in Sacramento, San Francisco, Los Angeles, San Diego, Phoenix and Tucson", according to GM.
Propulsion	137 horsepower 3-phase induction motor using a single speed dual reduction gear set with a ratio of 10.946:1. The Gen II propulsion system has an improved drive unit, battery pack, power electronics, 6.6 kW on-board charger, and heating and thermal control module.
Batteries--Lead Acid version	made by panasonic 26 valve regulated Hi Cap lead acid (PbA) batteries, which are a vast improvement over the erratic performance of the Gen I pack, which rarely if ever exceeded 40 Amp Hours. This will probably solve the "quality control" problem, which led to our replacing 3 out of 26 batteries in a new pack. In one memorable incident, our mechanic on a trial run got stranded by a faulty battery out of cell phone range, and had to hitch-hike to get a tow truck. Energy density is about 35 watt-hours per kilogram of battery weight.
Batteries--Nickel Metal Hydride version	made by Ovonics, a joint venture with Energy Conversion Devices. This revolutionary battery technology has changed the battery world, now available on GM EV1! Available in California only, the NiMH cells are 1.2 volts, so a standard 12-volt module contains 10 cells instead of 6 for a normal lead acid battery. The new EV1 will use 13.2 volt modules, each one containing 11 cells. The voltage will be 343.2, consisting of 26 battery modules. The NiMH batteries last virtually forever, do not suffer energy loss in extremely cold weather (like PbA), do not have a memory effect (like NiCd), but do have a slight heat buildup problem on charging. For this reason, GM's EV1, with the batteries packed in the enclosed "T" formation, needed a cooling system. Honda got around this "problem" by simply hanging the battery compartment under the car, where the excess heat could escape to the ambient air. Energy density on the old NiMH batteries was 70 watt-hours per kilo, the new versions are supposed to be upwards of 100 watt-hours per kilo.
Range--Lead Acid version	The Gen 1 car has a range of 40 to 90 miles (depending on the state of the battery pack, and cherry picking the batteries, some got better than 100 miles). Hence, the new, improved batteries can be expected to yield range of at least 60 (driving crazy) to more than 100 (driving smoothly). The main thing is the superior quality will lead to more reliable attainment of the 80-mile range band for the lead acid version. GM only claims 55 to 95 miles, but I bet 100 will be routine for experienced drivers driving reasonably.
Range--Nickel Metal Hydride version	The EV1 has greater aerodynamic efficiency, but Gen 1 had some electronic problems (e.g., a slight delay before regen kicked in). Since the Honda EV+, with a smaller pack, has a range of up to 125 miles with bad aerodynamics and a steel frame, the EV1 with NiMH batteries should have a range of 135 to 200 miles, all other things being equal. GM is only claiming 75 to 130 miles, but rumors abound of GM Vice Presidents (who got to drive the car) getting better than 200 on one charge.
Charging	Using the 6.6 kw charger, GM is claiming 6-7 hours for the lead acid version, and 8-10 hours for the NiMH version. This is somewhat deceptive, because the optimal charging is the "20-80" rule: Hook it up to a charger before it is completeley empty ("20%"), and move on when it's not quite full ("80%"). This is the range in which the batteries soak up energy most efficiently, and to get 60% of the 16 kwh in the lead acid version would take about 2 hours (allowing 25% for charger loss and cooling). Applying the same rule to the NiMH version, which holds perhaps 32-45 kwh (we don't know whether they are using the newest stuff from Ovonics), it would take 4 hours to charge the NiMH version. Unfortunately, the on-board charger is *still* not set up to plug into a normal "220" dryer plug, it requires a "magnecharger" setup which converts normal 208v or 240v current to much higher voltage, then sends it down a thick, fixed-length cord, and to a magnetic induction transmission device (called the "paddle"). The car then converts the much higher voltage back to current which the on-board charger can use. *Would be nice if there were provision for using a normal 220 plug like that used by many RVs.*
Blended regen braking	Front hydraulic disk and rear fly-by-wire drum brakes and the electric motor, which turns into a generator when you remove your foot from the accelerator. Up to 80% of the energy of motion is recaptured and stored in the battery, saving wear and tear on brake linings, and lots of fun when coming down from Big Bear. [Up until now, the EV1 has not been able to make it to Big Bear, now it should be able to get there easily, like the Honda EV+ does].
Al structure	290 lbs., less than 10% of GVW. Comprises 162 pieces bonded, welded and bolted together.
Composite body panels	Same great composite body and fender parts, great stuff and lighter than steel.
Aerodynamics	Drag coefficient is .19, the most efficient production vehicle.
Specifications	Top speed is still regulated to 80 mph, 5 miles slower than the Honda EV+ 85 mph. Traction control, cruise control, anti-lock brakes, dual airbags, power windows, door locks and outside mirrors, AM/FM CD cassette, tire pressure monitor system, and numerous other features.

*Proving that Electric Vehicles fulfill our daily driving needs*
NiMH Battery powered performance	Links	Specs for the 1999 EV1	Specs for the 1997 EV1	email web support
Back to Main menu