The General Motors EV1 is an electric car that was manufactured and leased by General Motors from 1996 to 1999. It is the first manufactured and designed-purpose electric vehicle of the modern era of the major automaker, the first of the GM Cars designed to be an electric vehicle from scratch along with being the first and only passenger car to be marketed under the name General Motors (GM) instead of being branded under one of its divisions.
The decision to produce electric cars en masse came after GM received a good reception for its 1990 Impact electric concept car, in which the EV1 design is very heavy. Inspired in part by the potential impact for success, the California Air Resources Board (CARB) then issued a mandate that makes the production and sale of zero-emission vehicles (ZEV) a requirement for seven large cars selling cars in the United States to continue marketing their vehicles in California.
EV1 is made available through a lease-only agreement, initially for residents of Los Angeles, California, and Phoenix and Tucson, Arizona cities. EV1 tenants are officially participants in "real-world engineering evaluation" and market studies into the feasibility of producing and marketing commuter electric vehicles in certain US markets conducted by the GM Advanced Technology Vehicle group. The cars are not available for purchase, and can only be serviced at designated Saturn dealers. Within a year since the launch of EV1, rental programs were also launched in San Francisco and Sacramento, California, along with a limited program in the state of Georgia.
While the customer's reaction to the EV1 is positive, GM believes that electric cars occupy an unfavorable niche market car, and ultimately destroy most cars, regardless of protesting customers. Furthermore, an alliance of major automakers debates CARB rules in court, resulting in reduced ZEV regulations, enabling companies to produce super-low emission vehicles, natural gas vehicles and hybrid cars as pure electric replacement. The EV1 program was discontinued in 2002, and all cars on the road were taken over. Lessees are not given the option to purchase their car from GM, which quotes parts, services, and liability regulations. The majority of the foreclosed EV1s are crushed, and about 40 are sent to museums and educational institutions with their electric powertrain disabled, under the agreement that the car will not be reactivated and driven on the road. Approximately 20 units donated to overseas institutions. In 2016, Jay Leno's Garage TV show presents the entire EV1 part of the collection of renowned filmmaker Francis Ford Coppola. The only complete EV1 donated to the Smithsonian Institution.
The halt of the EV1 is still controversial, with electric car enthusiasts, environmental interest groups and former EV1 lessees accusing GM of sabotaging its electric car program to avoid potential losses in spare parts sales (sales imposed by government regulations), while also blaming the oil industry for conspiring to keep electric cars from the street. As a result of forced ownership and destruction of the majority of EV1, the EV1 is intact and working is one of the rarest cars of the 1990s.
Video General Motors EV1
Histori
Origins
In January 1990, GM's chairman Roger Smith demonstrated the Impact, an electric concept car, at the 1990 LA Auto Show. The car has been developed by the AeroVironment electric vehicle company, using design knowledge gained from GM's participation in the World Sun Challenge 1987, a trans-Australian race for solar vehicles, with Sunraycer, which then won the competition. Alan Cocconi from AC Propulsion designed and built the original drive controller electronics for Impact, and the design was later refined by Hughes Electronics. On April 18, 1990, Smith announced that the Impact would be a production vehicle.
Impressed by Impact viability, and motivated by GM's promise to produce Impact, the California Air Resources Board (CARB) moved on to a major environmental initiative, deciding that each of the seven largest US car makers - the largest of whom GM - will be required to made 2% of the emissions-free fleet in 1998, 5% in 2001, and 10% in 2003, according to consumer demand, to continue selling cars in California. The council declared the mandate was intended to combat the poor quality of California air, which at that time was worse than the combined 49 other countries. Another member of what was then the American Association of Automobile Manufacturers, along with Toyota, Nissan and Honda, each also developed a zero-emission vehicle prototype in response to the new mandate.
In 1994, GM started PrEView, a program in which 50 Impact Impact electric cars will be lent to drivers for a period of one to two weeks, under an agreement that their experience will be recorded. Volunteers must have a garage where high current charging units can be installed by the power company. Program watchdog Sean McNamara said he expects at most eighty volunteers in the Los Angeles area, but is forced to close down the phone line after 10,000 people call. In New York City, 14,000 callers responded before the line closed. The driver's response to the car was profitable, as were reviews by the automotive press. According to Trend Motor , "Impact is one of those events where GM proves beyond a doubt that it knows how to make a fantastic car.This is the only electric vehicle in the world that rides like a real car. " Car calls a car ride and handles" incredible, "praising its" fine power delivery ". That year, the modified Impact set a ground speed record for the production of electric vehicles from 183 mph (295 km/h). However, according to front page articles in The New York Times, GM is less than happy with the prospect of developing a successful electric car:
According to the report, GM saw the PrEView program as a failure, evidence that electric cars were not yet feasible, and that CARB regulations should be withdrawn. Dennis Minano, GM's Vice President for Energy and Environment, questioned whether consumers wanted electric vehicles. Robert James Eaton, chairman of Chrysler, also questioned whether the market was ready for electric cars, and said, "... if the law is there, we will meet... at this point in time, no one can foresee we can make [ electric car]. "Negative positions taken by automakers were criticized by Thomas C. Jorling, Environment Conservation Commissioner for the State of New York, which has adopted the California emissions program. According to Jorling, consumers have shown tremendous interest in electric cars, but car makers do not want to obsolete their multibillion-dollar investments in internal combustion engine technology.
Release of Gen I and initial reaction
Work on GM's electric car program after the end of PrEView. While the original 50 Impact car was destroyed after testing was completed, the designs had evolved into the GM EV1 in 1996. EV1 would be the first GM car in history to wear the nameplate "General Motors", not one of GM's marques. The first generation, or "Gen I" car, which will be powered by lead-acid batteries and has a range of 70 to 100 miles; 660 cars, painted dark green, red, and silver are produced.
The cars are available through a lease program, with the option to purchase cars that are specifically prohibited by the contract clause (suggested retail price is $ 34,000). Saturn is responsible for leasing and service for EV1.
In a similar way to the PrEView program, the lessee has been screened by GM, with only residents of Southern California and Arizona initially eligible to participate. Rental rates for EV1 range from $ 399 to $ 549 per month. The launch of the car was a media event, accompanied by a $ 8 million promotional campaign, including TV commercials, billboards, websites, and first appearances on the premiere of the movie Sylvester Stallone Daylight . The first tenants include celebrities, executives and politicians. A total of 40 EV1 leases were signed at the release event, with GM estimating that it will lease 100 cars by the end of the year. Delivery began on December 5, 1996.
Joe Kennedy, vice president of marketing for GM marque Saturn, received concerns about the cost of EV1, the outdated lead-acid battery technology, and limited car coverage, saying "Let's not forget that technology is starting small and growing slowly before technology increases and cost down. "
Some anti-taxation groups oppose exceptions and tax credits received by the EV1, which they say are government-subsidized motorcycles for prosperous professionals. Some of these groups, such as consumer organizations, California Against Utility Company Abuse (which increases the rejection of taxpayer dollars use to build public EV charging stations), are accused of receiving funding from oil companies interested in keeping gasoline cars on the streets.. Concern was also raised that the car received only limited launches, as GM had made a deal with CARB to delay the implementation of the first phase of the ZEV program, which was scheduled to take effect in 1998.
In the first year after release, GM only leased 288 cars. However, in 1999, the brand manager for EV1 program, Ken Stewart, described the car driver's response as "extraordinary-sweetness". The tenants have integrated EV1 into their lifestyles, making cars less new and more goods into the main source of transportation.
Some EV1 fans believe that GM is demonstrating ambivalence towards the promotion of EV1 after its initial release. While one of the first places EV1 TV was nominated for an Emmy Award, the ads were then limited to direct mail and print and TV commercials in the niche channel. While GM remains officially committed to electric vehicles, enthusiasts fear that a low public interest will result in the program being canceled.
One of the drivers, Marvin Rush, a cinematographer for the Star Trek TV series: Voyager, became so worried that he spent $ 20,000 of his own funds to produce and broadcast four unofficial radio commercials for the car. While the automaker initially opposed the action, then changed its position, announced that it would make the venue official and replace Rush. The company spent $ 10 million on EV1 advertising in 1997, and promised to raise that amount for $ 5 million the following year. Second generation: 1999-2003
For the 1999 model year, GM released the Gen II version of EV1. Major increases include lower production costs, quieter operations, extensive weight reduction, and the emergence of nickel-metal hydride batteries (NiMH). The Gen II model was originally released with 60-hour acidic acid pack battery, 312 V (18.7 kWh, 67.3 MJ), slight improvement over Gen I resources using the same voltage; subsequent models featured an improved NiMH Ovonik battery at 77 Ah with 343 volts (26.4 kWh, 95.0 MJ). Cars with lead-acid packages have a range of 80-100Ã, mi (130-160Ã, km), while the NiMH car can travel 100-140Ã, mi (160-230Ã, km) between payloads. For the second generation EV1, leasing programs expanded to the cities of San Diego, Sacramento, and Atlanta; monthly payments ranged from $ 349 to $ 574. The 457 Gen II EV1 was produced by General Motors and leased to customers in the eight months after December 1999. According to some sources, hundreds of drivers wanted but could not be the EV1 lessee.
On March 2, 2000, GM issued a withdrawal for 450 Gen I EV1. The automaker has decided that the wrong cargo port cable can eventually generate enough heat to burn. Sixteen "thermal incidents" and at least one fire occurred as a result of defects, destroying cars hired by Ron Brauer and Ruth Bygness while charging. The recall does not affect the second generation EV1.
Over the next two years, approximately 200 Gen I EV1 were recharged with NiMH batteries and reissued to their original tenants on a two-year lease revision, including a new limited mileage clause. Delays are involved due to design complications resulting from retrofit of NiMH packets. As a result, GM offers Gen I drivers the opportunity to end their lease at no cost, or the opportunity to transfer the lease to one of the remaining 150 generations of the second EV1 - above those already on the waiting list for the Gen II model.
Cancellation
In 2002, 1111 EV1 was produced, although production had ended in 1999, when GM closed the EV1 assembly line. On February 7, 2002, GM Advanced Technology Vehicle, brand manager Ken Stewart told tenants that GM would move the car off the road, contrary to previous statements that GM would not actually "take the car off the road from customers." Motorists worry that their cars will be destroyed after repossession.
In late 2003, General Motors, led by CEO Rick Wagoner, officially canceled the EV1 program. GM stated that they can not sell enough cars to make EV1 profitable. In addition, the cost of maintaining the supply of parts and service infrastructure for the minimum 15 years required by the state of California means that the existing lease will not be renewed, and all cars must be returned to the property of GM.
At least 58 EV1 drivers send letters and check deposits to GM, requesting extension of the lease with no risk or expense for car makers. The driver reportedly agrees to be responsible for EV1 maintenance and repair costs, and will allow GM the right to terminate the lease if costly repairs are required. On June 28, GM famously rejected the offer and returned the check, which amounted to $ 22,000; In contrast, Honda, which has taken action similar to the EV program, agreed to extend the lease of its customers.
In November 2003, GM began to take back the cars; about 40 donated to museums and educational institutions (eg, Mott Community College in Flint, Michigan and RE Olds Transportation Museum in Lansing, Michigan), although with a disabled powertrain meant to keep the car never running again, but the majority are sent for destroyed cars destroyed.
Documentary Films Who Kills Electric Cars? presents evidence that GM is stuck with plans to cancel and scrap cars, despite public interest. The film includes a recording of GM employees on the EV1 team discussing waiting lists of people interested in renting or purchasing EV1.
In 2003, a reporter for the Los Angeles Times attempted to rent the EV1 from GM, but was told that he was "welcome to join their waiting list, along with other undisclosed people, for an indefinite period. , but [he] is likely to get a very thin car. "
In March 2005 GM spokesman Dave Barthmuss talked about EV1 to The Post, "There are very passionate, enthusiastic and loyal followers for this special vehicle... There is not enough of them at any given time to make a decent business." GM's proposition to pursue long-term. "
GM criticism and electric vehicle supporters claim that GM is afraid of the emergence of electric vehicle technology because cars may cut into their lucrative spare parts market, as electric cars have parts that move much less than combustion vehicles. Further criticism alleges that when CARB, in response to EV1, mandated that electric vehicles form a certain percentage of all car sales, GM is afraid that EV1 might push unwanted regulations in other countries. GM, who also joins other auto makers, is battling CARB rules, going so far as to prosecute CARB in federal court.
At the 2000 hearing, GM claimed that consumers did not show enough interest in EV1 to meet the sales requirements of CARB mandates. The American car maker, along with Toyota, cites a study they have pointed out, indicating that customers will only choose an electric car over a petrol car if it costs less than $ 28,000 less than a comparable gasoline car. Dr Kenneth E. Train of UC Berkeley, who conducted the study, stated that giving a typical retail price of $ 21,000 for the RAV4 SUV, "Toyota should give consumers an average RAV4-EV free plus check of about $ 7,000."
An independent study commissioned by the California Electric Transportation Coalition (CalETC) and conducted by Green Car Institute and automotive market research firm Dohring Company found very different results. The study "uses the same research methodology used by the automotive industry to identify markets for its gasoline vehicles". It found the annual consumer market for EV to be 12-18% of the new light-duty vehicle market in California, amounting to annual sales between 151,200 and 226,800 electric vehicles, about ten times the quantity determined by the CARB mandate. Research, however, is careful to note that vehicles will require increased range and are priced at close to regular gasoline sedans rather than premiums then demanding for electric vehicles.
The Toyota-GM study results are questionable given Toyota's electric RAV4-EV success, which sells for $ 30,000, though at this price the RAV4 is sold with a net loss.
At the hearing, the car manufacturers also present hydrogen vehicles as a better alternative to gasoline cars, backed by a recent federal federal for hydrogen research. Many, including members of the CARB auditory committee, are worried that this is a bait-and-switch on car parts, to make CARB eliminate EV credentials, and that hydrogen is not feasible as an alternative as it is made apparently.
CARB has returned the deadline several times, given the inability of car companies to meet ZEV requirements. In 2001, it proposed an amendment that would provide car loans to produce advanced technology, zero partial emission vehicles, such as hybrid cars, in place of EVS batteries. However, industry uses relaxation rules to challenge the rules as a whole.
General Motors and Daimler-Chrysler filed a lawsuit against CARB in the US District Court in the Eastern District of California, successfully declared that the CARB method to determine whether a vehicle qualifies as Partial ZEV Advanced Technology (AT PZEV) uses vehicle fuel economy as one of the standard , in addition to reducing emissions; according to federal law, the state is prohibited from regulating the fuel economy in any way. Judge Robert E. Coyle issued a preliminary court order on June 11 against CARB, which ruled out unconstitutional provisions and prevented the implementation of the 2001 CARB amendment. The mandate was modified, with zero emission requirements reduced to at least 250 fuel cells or battery-powered vehicles at in 2008.
At the end of 2002, no EV-1 was left on the road, as General Motors had taken over all the EV-1 lease rights from their lessees. One of them is on display at the Main Street in Motion exhibit at Epcot at Walt Disney World in Lake Buena Vista, Florida. Some other EV-1 taken over from their tenants are donated to technology schools for demolition and analysis purposes, never having to be put back on the road (General Motors has disabled EV-1 remotely so they can not be turned on again).
Reactions
In the aftermath of the program, the reaction to EV1 cancellation continues to be mixed. In GM's view, EV1 was not a failure, but the program failed when the expected breakthrough in battery technology did not occur within the anticipated timeline, citing the lack of availability of the NiMH battery technology pack, developed by the Energy Conversion Device. Michigan, until the end of the production cycle. Batteries increase the range of EV1, but not as dramatic as expected, and come with a series of their own problems; Inefficient charging algorithms should be used (extend charging time), and the battery heats up faster than the lead acid package (which requires the use of air conditioning to cool it, dispose of power).
The automaker also cited the abolition of the CARB zero-emission mandate as a factor in program cancellation, although the company is widely accused of lobbying for a mandate in the deliberate act of self-sabotage. The media perspective is much less profitable; in 2006, the Wall Street Journal Bureau Chief, Detroit Bureau Chief Joe White said, "EV1 is a failure, like any other electric vehicle launched in the 1990s to calm California's clean air regulator." This opinion is voiced by the magazine TIME , which in 2008 put EV1 on the "The 50 Worst Cars of All Time" list.
Given the decline in car sales in the past decade, as the oil and financial crisis began to happen, the opinions of the EV1 program began to change. In 2006, former Chairman and CEO of GM Rick Wagoner stated that his worst decision during his tenure at GM was "discontinuing the EV1 electric car program and not putting the right resources into hybrids that did not affect profitability, but that affected the image.". "Wagoner repeated this statement during an NPR interview after a Senate hearing in December 2008 on a request for a bailout of the US auto industry.
In the March 13, 2007 edition of Newsweek, GM's Head of R & D GM Larry Burns now hopes GM will not kill the prototype EV1 plug-in hybrid by its engineers on the road a decade ago: If we can roll back the hands of time, 'said Burns,' we could have the Chevy Volt 10 years earlier, '"referring to the plug-in hybrid car which is now considered a technology and spiritual successor to EV1.
Tesla CEO Elon Musk claims in 2017 that Tesla began in response to GM's cancellation of the EV1 program.
Later GM EVs
Some disabled EV1 given to universities and technical schools are reactivated, and driven on public roads. The agencies were criticized by General Motors for violating a donation agreement, indicating that the cars were not "titled, licensed, or driven on public roads" and can only be restored and exhibited.
In 2004, General Motors contributed one of the first-generation EV1 (serial number 660) to the Smithsonian Institution in Washington DC In December 2016, it was featured as part of the "America on the Move" exhibition at the National Museum of American History.. This is the only existing EV1 that is not disabled, because the Smithsonian only received the specimen intact.
In the framework of GM's electrification strategy, and following the introduction of the US market of Chevrolet Volt plug-in hybrid vehicles by the end of 2010, the Chevrolet Spark EV was released in June 2013 as the first electric passenger car marketed by General Motors in the US since EV1 was discontinued in 1999.
Maps General Motors EV1
Technology and design
Decades before the Impact and EV1 releases have seen little in the way of development on the front of electric cars. Henney Kilowatt, who ended production in 1961, was the last time a decent production electric car of any kind had been released; GM Electrovair and Electrovette themselves 1966 and 1976, respectively, never achieved production, amounting to more than just an electric conceptual conversion kit for the popular car maker's auto model. Technical and production cost difficulties are blamed.
In contrast to these cars, the EV1 is designed from the ground up to be an electric vehicle. It is not a conversion from an existing vehicle, nor does it share a drivetrain with other GM models, which contribute to the development and high production costs. The EV1 program was originally run by GM engineer Kenneth Baker, who had led the Electrovette program in the 1970s.
Configuration
EV1 is not only used to display electric powertrain, but also aired a number of features and technologies that will later find their way into more common GM models and other car manufacturers. EV1 is one of the first production vehicles to use aluminum in frame development. Car body panels are made of plastic and not of metal, making the car light and resistant to curvature. The vehicle is equipped with Anti-lock brakes and a traction control system. Increased convenience including keyless entry and ignition systems, special one-way thermal glass for better heat rejection on sunny days, automatic tire loss loss warning system, electric power steering, and time-programmable HVAC systems.
To improve efficiency, EV1 has a very low coefficient of resistance from C d = 0.19 and the drag area of ​​ C d A = 3.95Ã, sqÃ, ft (0.367 Ã, m 2 ). Super lightweight magnesium alloy wheels and seats provide strength despite its low weight, and self-sealing, low-end rotational tires developed by Michelin complement the exceptional EV1 efficiency characteristics.
EV1 is a subcompact car, with a 2-door coupe body style. Dimensions are 169.7 inches (4,310 mm), 69.5 inches wide (1.770 mm) and 50.5 (1.280 mm) high.
Drivetrain
The 3-phase AC induction electric motor car produces 137 horsepower brakes (102 kW) at 7000 rpm. Like an electric train and all vehicles with an electric motor (and unlike cars powered by an internal combustion engine), EV1 can deliver its full torque capacity across its power band, generating 110 pound-feet (149 newton-meters) of torque anywhere between 0 and 7000 rpm, enabling the removal of manual or automatic gearboxes. Power is delivered to the front wheels through a single speed integrated transmission.
Battery
The Gen I EV1 model, released in 1996, uses lead-acid batteries, which weigh 1,175 pounds (533 kg). The first batch of batteries provided by Delco Division of GM Remy; this was rated at 53 amp hours at 312 volts (16.5 kWh), and originally supplied a range of 60 miles (97 km) per charge. The design of battery packs, including battery trays, electronic monitoring, security terminations, and battery eligibility, are used on all EV1 models and future planned energy storage products (including) including NiMH and Lithium-ion. Gen II cars, released in 1999, used a new batch of lead-acid batteries supplied by Panasonic, which is now weighed 1,310 pounds (594 kg); some Gen I cars are installed with this battery. The Japanese battery is rated at 60 amp hours at 312 volts (18.7 kWh), and increases the range of EV1 to 100 miles (161 km). Soon after the launch of the second-generation car, which originally intended the nickel metal hydride (NiMH) "Ovonic" battery, which reduces the sidewalk weight of the car to 2,908 Â £ (1,319 kg) into production; this package is also mounted to the previous car (both battery designs led and created by John E. Waters under the organization Delco Remy). The NiMH battery, rated at 77 amp-hour at 343 volts (26.4 kWh), gives the car a range of 160 miles (257 km) per charge, more than twice what the original Gen I car can drive with.
It takes a car equipped with NiMH for eight hours to charge up to full capacity (although 80% of charge can be achieved between one to three hours). Panasonic's battery pack consists of twenty-six 12 volts, the 60-hour lead-acid battery holds 18.7 kWh (67 megajoules) of energy. The NiMH package contains twenty-six nickel metal hydride batteries of 13.2 volts, 77 Ah which has 26.4 kWh (95 megajoules) of energy.
Security
Driving experience
EV1 driving experience is not like a conventional gasoline or diesel vehicle. The drag coefficient of EV1 from C d = 0.19 is the lowest of every production car in history, while a typical contemporary production car has a coefficient of resistance in the range of C d = 0.3-0,4. The net shape of EV1 means generating less wind noise at highway speeds, providing a more comfortable ride experience for the occupants. At lower speeds, and when stationary, the car produces little or no noisy, save a slight whine from a single speed gear reduction unit. The smooth form of the car, the tail skirt and the rear fender give it a distinctive appearance. EV1 does not have an analog dial, and all instrumentation readings are displayed in a single high-curved strip high mounted on the dashboard just under the windshield.
Thanks to the on-demand torque output of the electric motor, the EV1 can accelerate from 0-50 mph (0-80 km/h) in 6.3 seconds, and from 0-60 mph (0-97 km/h) in eight seconds. The top speed of the car is electronically limited to 80 mph (129 km/h). At the time of release, EV1 that uses lead-acid batteries is the only electric car produced that meets all the American EV America Department of Energy's performance goals.
The home charger provided by GM, which is required for "fast charging" of the car, measured about 1.5 x 2 x 5 feet (0.45 x 0.60 x 1.50 m), and features integrated heatsinks and similarities with gas station. The filler fills the car's fuel using induction, achieved by inserting a Magne Charge paddle into the slot between the EV1 lights. Wireless charging technology means no direct connection is made, and charging the car during rain does not pose any risk, although there are separate incidents involving fires starting at the port charge. GM also offers a 120 V AC charger that can be used with standard North American power sockets to slow down battery charging. Comfort chargers are not available for EV1s equipped with NiMH batteries. Installation of this device takes between one to two weeks, with an average surcharge of $ 2500.
EV-1 does not include a key to unlock and lock the vehicle, although one can be provided if the driver needs it. To unlock or lock the car, you enter a personal identification number (PIN) on the keypad on the driver's side door, similar to the Ford Sekuricode system. Once inside, to turn on the car, no keys needed, nor there is no key slot. In the center console, there is a button where the driver re-enter the PIN to start the vehicle.
EV-1 includes modern car facilities, such as AM/FM car radio with cassette player and CD player, as well as air conditioning and heating with temperature control. EV-1 sat two people.
Analysis of vs. success failure
The conventional business view of EV1 as a failure is inherently controversial. If seen as an attempt to produce a decent EV product, then it works, though certainly from a GM's perspective the vehicle was not commercially successful, because the high profit margins typically seen with internal combustion engine vehicles remain elusive. However, if one considers a vehicle as an exhibition of technology - a production electric car that can completely replace a gasoline-powered vehicle - then the program results in less certainty. EV1 is produced for the consumer market, and many tenants found driving EV1 into a profitable experience.
Some analysts have suggested that it is not appropriate to compare EV1 with the existing gasoline-powered commuter car, because EV1 is, in effect, an entirely new product category that does not have an equivalent vehicle that can be judged.
Cost
GM bases the rent payment for EV1 at an initial vehicle price of US $ 33,995 . Rental payments range from about $ 299 to $ 574 per month, depending on the availability of state rebates. Because GM does not offer consumers the option to purchase at the end of the lease, the residual value of the car is never fixed, so it is not possible to determine the actual full purchase price or replacement value. An industry official says that EV1 costs the company about $ 80,000, including research, development and other related costs; Another estimate puts the actual cost of the vehicle at $ 100,000. Bob Lutz, Vice Chairman of GM responsible for Chevrolet Volt, in November 2011 declared EV1 worth $ 250,000 each and rented only $ 300 per month. GM declared the cost of the EV1 program at a little less than $ 500 million before marketing and sales costs, and over $ 1 billion in total, even though part of this cost was financed by the Clinton Administration for $ 1.25 billion Partnership for New Generation Vehicles (PNGV) program. In addition, all manufacturers who want to produce electric cars for market consumption also benefit from government funding that matches a consortium of advanced US batteries.
Related developments
General Motors revealed several variants of the prototype of the EV1 drivetrain at the 1998 Detroit Auto Show. Models include diesel/electric parallel hybrids, gas turbine/hybrid electric series, fuel cell/electric versions and internal combustion engine versions of low-emission compressed natural gas. In addition, during this period, GM reorganized its electronic divisions (including Hughes Electronics and Delco Divisions) into Delco Propulsion Systems to try to commercialize this technology in the niche market. Some non-affiliated companies buy inverter and drivetrain systems from DPS for vehicle/fleet conversion purposes.
The new platform is a four-passenger EV1 variant, extended by 19 ".This design is based on the internal (GM) program for a more" marketable "EV that started during the EV1 EV1 concept evolution phase of the original EV1 R & D period, focus group shows one of the main limiting factors of the original EV1 market is its two seater configuration GM is investigating the possibility of making the four-seater EV1, but ultimately determines that an increase in the length and weight of the four seats will reduce the range of the already-limited vehicle to 40-50 miles (64 -80 km), putting the first honest ground-up electric car performance in an aftermarket gas vehicle conversion pack.General Motors chose to produce lighter, two-seater designs.
For hybrid and electric vehicles, the battery pack is upgraded to 44 NiMH cells, arranged in a "I" formation in the center, which can be fully recharged in just 2 hours using a 220 V induction charger; an additional power unit is installed in the trunk, thereby equipping the 3rd generation Induction AC power motor 137 which is mounted on the hood. Hybrid modifications maintain an electric ZEV drive capability of up to 40 miles (64 km).
EV1 CNG
The compressed natural gas (CNG) variant is the only non-electric vehicle in the line-up, although it uses the same up-stretched platform. It uses the OHC Suzuki G10T 1.0-liter turbocharged 3-cylinder all-aluminum OHC engine mounted under the hood. Because of the high octane value of CNG (allowing for greater compression ratios), this small engine is capable of delivering 72 bhp (54 kW) at 5500 rpm.
The battery is replaced with two CNG tanks capable of withstanding a maximum pressure of 3000 psi. The tanks can be recharged from one nozzle in just 4 minutes. Solenoids in the tank turn off the fuel during refueling and idle engines, and pressure relievers are guarded against excessive temperature and pressure. With the help of continuously variable transmission, the car accelerated from 0-60 mph (0-97 km/h) in 11 seconds. The maximum distance is 350-400 miles (560-640 km), and the fuel economy is 60 mpg -US (4 l/100 km km) in gasoline equivalents.
EV1 hybrid series
The series hybrid prototype has an APU gas turbine engine placed in the trunk. A single-stage gas turbine unit, single-shaft, recuperated with a high-speed permanent magnetic AC generator provided by Williams International; weighing 220 pounds (100 kg), measured 20 in (51 cm) in diameter 22 in (56 cm) long and running between 100,000 and 140,000 rpm. Turbines can run on a number of high-octane alternative fuels, from octane-backed gasoline to compressed natural gas. The APU starts automatically when the battery charge falls below 40% and sends 54 bhp (40 kW) of electrical power, enough to simultaneously support the top speed of 80 mph EV1 while returning 44 cell NiMH cars to (and retaining it) 50% charge levels.
Fuel tank capacity of 6.5 gallons US (24.6 Ã, Â ° C; 5.4 Ã, Â ± gal) and fuel economy of 60 mpg -US (3.9 Ã , L/100 km, 72 mpg -imp ) up to 100 mpg -US (2.4 L/100 km; 120 mpg -imp ) in hybrid mode, depending on driving conditions, allowed for highway coverage of over 390 mi (630 km). The car accelerates to 0-60 mph (0-97 km/h) in 9 seconds.
There is also a research program that supports the hybrid Gen2 series of generators based on the Stirling engine. This program demonstrates the technical feasibility of such drive train, but concluded that commercial feasibility was unreachable at the time.
Parallel hybrid EV1
This parallel hybrid variant features a 1.3-liter turbocharged DTI diesel engine (Isuzu Circle L), which delivers 75 hp (56 kW), installed in the trunk along with an additional 6.5 hp (4.8 kW) DC motor/generator; both motors drive the rear wheels through an electronically controlled transaxle. When combined with an AC induction motor that drives the front wheels, the three power units produce a total output of 219 hp (163 kW), accelerating the car up to 0-60 mph (0-97 km/h) in 7 seconds. A diesel fuel tank can keep the car running for 550 miles (890 km) with a fuel economy of 80 mpg -US (2.9 L/100 km, 96 mpg -r ).
Similar technology is used in the 2005 concept of the Opel Astra Diesel Hybrid.
fuel cell EV1
This variant extends all electric propulsion capabilities with a methanol-powered fuel cell system (developed by Daimler-Benz/Ballard for Mercedes-Benz NECAR), which is reassembled in the trunk. This system consists of a fuel processor, an expander/compressor and a fuel cell stack. The highway range is about 300 miles (480 km), with a fuel economy of 80 mpg -US (2.9 L/100 km; 96 mpg -imp ) fuel). The car accelerates to 0-60 mph (0-97 km/h) in 9 seconds.
Who Kills an Electric Car?
The destruction of EV1 is the subject of a 2006 documentary entitled Who Kills an Electric Car? . Most of the movie's stories for GM's attempt to show to California that there is no demand for their product and then to reclaim and discard any EV1 produced. Some vehicles are disabled and given to museums and universities, but almost all are found to have been destroyed, or shredded using special machines, as seen in the documentary. However, it seems one or more EV1 stays in private hands: director Francis Ford Coppola showcased his EV1 on "Garage Jay Leno," though whether drivable is unclear. One theory about why GM destroyed the car being discussed was that the EV1 program was eliminated because it threatened the oil industry.
GM responded to the claims of the film, laying out several reasons why the EV1 was not commercially viable at the time and that the company had problems finding parts for cars.
See also
- Toyota RAV4 EV First Generation, contemporary EV with similar range, NiMH battery capacity, standard inductive charging pad, small production rate
- Cadillac ELR, premium plug-in hybrid car
- The Chevrolet Spark EV, the first electric car sold by GM, is manufactured since June 2013
- Chevrolet Bolt EV, an all-electric car that starts production in 2017
- Chevrolet Volt, a plug in hybrid introduced in December 2010
- Voltec, Chevy Volt powertrain and energy storage system
- Chevrolet S-10 EV, electric pickup truck GM that uses EV1 technology.
- Honda EV Plus, another late 1990s electric car, the vehicle was also destroyed by the manufacturer
- Tesla Roadster (2008)
- Nissan Leaf, the first battery-powered car to break 15,000 sales in the United States.
- Load of large automotive NiMH battery patent
- Plug In America, the organization that campaigns to save electric cars like the EV1 to keep it from crashing.
- List of electric vehicle battery production
- Government incentives for plug-in electric vehicles
- List of modern plug-in production vehicles
- Plug-in electric vehicle
References
Note
- EV1 Specification
External links
- Eulogy for EV 1, EV World
- The emissions-free car is in trial, The Boston Globe
- Video: GM electric vehicle
- EV1 TV venue and video
- Daily Hemmings. Future Car of the Future - GM EV1
Source of the article : Wikipedia
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