November 2005
The Las
Vegas Electric Vehicle Association (LVEVA) will meet on the third Saturday of each month during 2005. Meetings will be held at the Clark County Library on 1401 E. Flamingo Road from 10:15 AM to 12:15 PM. Members will be displaying
their own electric cars and answering questions before and after the meeting. December 3 Christmas Parade Richard Furniss, President Newsletter Editors and Contributors: WATTS HAPPENING Las Vegas Electric Vehicle Association web site Call for Information: 1. DARPA Grand Challenge Profile: Stanford University's $2 million Winning Technology
Month Date Activity
November 19 Monthly Meeting
December 17 Monthly Meeting
LVEVA Board of Directors:
Bill Yule, Vice President
Bill Kuehl, Secretary/Treasurer
Al Sawyer
Jan Himber
Al D'Inzillo
Adam Howard
Bill Kuehl
Richard Furniss
Al Sawyer, P.E.
Jan Himber
Adam Howard
Brent Singleton
Kent Singleton
Stan Hanel
is published monthly by the
Las Vegas Electric Vehicle Association,
a chapter of the Electric Auto Association
Electric Auto Association web site
http://www.eaaev.org
Address Correspondence to:
LVEVA
2515 Hightree Street
No. Las Vegas, NV 89030
Richard Furniss (702) 453-6196
Jan Himber for Al Sawyer (702) 642-4000
Bill Kuehl (702) 636-0304
Contents:
2. LVEVA in Boulder City Christmas "Parade of Lights", Saturday December 3rd.
3. LVEVA Member Brent Singleton's 1932 Electric Deuce Roadster Project
4. Segway to License "Smart Motion" Technology to 3rd Party Manufacturers
5. EV Parts and EV's For Sale
DARPA Grand Challenge Profile: Stanford University's Winning Technology! Editor's Note: Conceived in 2002 by Dr. Anthony Tether, The DARPA Grand Challenge 2005 ran again for the second time
here in nearby Primm, Nevada, on October 8, 2005. Previously, the military had spent over $1 billion dollars with its defense contractors during the past decade to meet a Congressional mandate whose goal desired the creation of
autonomous military vehicles that Congress hoped would supply one-third of the military's convoy transport vehicles by 2015. No significant success had yet been realized to date. Dr. Tether and DARPA's Grand Challenge
organizers had spent just $20 million over three years, organizing the first two competitions that invited inventors at every level to attempt this feat. During the second running of the event in 2005, the stakes had been raised to
$2 million to the winning autonomous vehicle. This vehicle would have to trek across off-road desert terrain and man-made obstacles using only its onboard sensor system and GPS coordinates to navigate a 132-mile course in just 10
hours: Up
until October 8, 2005, many of the 2,000 spectators at the event still were not sure whether this type of technology could ever be achieved, at all. Las Vegas Electric Vehicle Association members and Southern Nevadans had a
"backyard" seat to witness history as the course this year started in Primm, Nevada, ran back and forth over the desert terrain between Jean, Nevada (about 10 miles north on Highway 15) and finished in the same location behind the
roller coaster at Buffalo Bill's resort and casino. The actual course coordinates were given to the racing teams just two hours before the event began at 4 AM that Saturday morning. Although these vehicles were all
"gasoline-powered" because of the range required, there are many benefits for Electric Vehicle designers to study the advanced integrated electronic and electrical systems of these vehicles. The steering servo systems, onboard
navigation systems, terrain recognition systems, "drive-by-wire" systems, computing systems and obstacle avoidance systems all consisted of "state of the art" electronics, battery power, motor control and advanced computer
architectures. These designs depended on the same multi-disciplinary skills as those facing any Electric Vehicle builder. The DoD had been much more active this year in previewing the autonomous designs and their creative racing
teams to weed out the field of over 200 applicants to 40 semi-finalists and 3 alternates. Trial runs began in Fontana, CA on Wednesday, September 28th through Wednesday, October 5th to pare this field down even further to just 20
finalists and 3 alternates. Contestants were first judged on the time it took to clear the most gates and obstacles on each trial run. The final 23 finalists were: 1. Red Team Too (Carnegie Mellon University) After an exciting
"never-seen-before" race (see October 2005 LVEVA newsletter for first-hand coverage), the following autonomous vehicles finished the race or traveled over a significant distance. This
issue of the LVEVA "Watts Happening" newsletter profiles Stanford University's winning technology. It starts with Volkswagen of America's Electronic Research Laboratory in Palo Alto, California---a unique, but
secretive, R & D program at: Carlo Rummel is the executive director of Volkswagen's Electronic Research Laboratory. The Volkswagen Group is Europe's largest automobile manufacturers, ranking fourth in worldwide automotive production. Volkswagen is the
second most popular European brand among US buyers behind BMW but the Volkswagen Group also includes familiar product lines like Audi, Bentley and Lamborghini. Volkswagen automobiles now span the range from economical vehicles
to high-end luxury cars with lots of on-board electronics. The Electronic Research Laboratory was started in Sunnyvale, California in 1998 with a staff of just five people. In 2002, it moved to larger facilities in Palo Alto, near
Stanford University and now employs 38 people. The facility not only includes an electronic lab with electronic fabrication and test equipment, but also a machine shop with a lathe, a laser cutter and mills for making parts. The
work floor would make the "Monster Garage" builders envious with all of its tool boxes, shelves of equipment and room for four vehicles. The VW lab has a driving simulator that allows them to test new technologies and their impact
on the driver to avoid distraction and insure comfort while navigating the road. To leverage its location in Silicon Valley, the Volkswagen Electronics Research Lab sponsors research projects at both Stanford University and UC
Berkeley and also promotes internships for promising German university engineering students. It also co-develops R & D partnerships with large companies like Intel as well as smaller start-up companies. One Venture Capital
company in the Silicon Valley that works with the Volkswagen Electronic Research Lab is Mohr, Davidow Ventures. The Volkswagen Electronics Research Laboratory approach to design is very "hands on", requiring its engineers to
prove their design concepts by actually building their prototypes and driving them in real world test environments. A robotic "drive by wire" system that would automatically control steering, variable speed transmission,
acceleration and braking was already underway at the lab during the time of the DARPA Grand Challenge. This Press Release from Volkswagen: "21 June 2005 The "intelligent" four-wheel drive vehicle tackled the
course with ease. The successful premiere was also a satisfying dress rehearsal. On 8 October, Volkswagen will take part in the US "Grand Challenge 2005", a unique race for driverless automobiles, entering the prototype's sister
model. Figures prove that so-called driver assistance systems are already making our roads safer. The most successful example is ESP. This "anti-skid system" saves lives year after year. The latest example is ACC. Used for the
first time in the Phaeton, Adaptive Cruise Control now also reduces the probability of rear-end collisions in the new Passat. All of the latest available technology for recognition and analysis of a car's environment has been used
in the Grand Challenge Touareg. It has been established that, when combined, these driver assistance systems autonomously recognise the course and obstacles and steer the vehicle. The derivatives of the systems demonstrated in
Oschersleben will, in future, contribute to improving comfort and safety in cars. Matthias Rabe, head of company research at Volkswagen AG: "The systems need to be made as good as aware drivers themselves. In the next step, the
systems will have to be made even better than the driver — by looking around the next corner and assessing the situation correctly." A Mobile High-tech Laboratory Called "Stanley" In terms of technology, the vehicle is more
or less the same as the production version. Only a full-length underbody protection plate and reinforced shock absorbers have been added. The prototype, which has affectionately been christened "Stanley", was then turned into a
mobile high-tech laboratory. Countless sensors as well as a combination of four laser detectors collect the data that allows the driverless car to find its way safely and quickly. The systems also use stereo visual equipment,
high-tech 24-GHz radar systems and a highly accurate, satellite-supported GPS navigation system, which depicts the position of the vehicle digitally to the exact millimetre. This concentrated flood of information is sent to the
high-performance computer centre located in the boot of the off-road vehicle. It is made up of seven networked Pentium M motherboards each with a 1.6 GHz processor. This system uses complex and unique software to determine the
steering, acceleration and braking commands needed to control "Stanley" electronically via "drive-by-wire" systems. It can react to the special features of the road in real-time. In addition to the prototypes for the Grand
Challenge, "Stanlette", the Volkswagen Touareg that ran in Oschersleben, was built within a few weeks. The "female" counterpart has also the function of being a development carrier. Research Focus on Autonomous Driving Both
vehicles were created in a collaboration between the Volkswagen research department, Volkswagen Group's Electronics Research Laboratory (ERL) in Palo Alto, California, and Stanford University (hence the nickname of the prototype).
Autonomous driving basically forms one of the main research subjects of the ERL. Its implementation represents an immense scientific and technical challenge. Many aspects of the autonomous automobiles will eventually be used in
other, more conventional driver assistance systems. "In this joint project, we are using the unique chance to work with one of the most renowned universities and prove what is currently technically possible," emphasises Dr.
Carlo Rummel, head of the ERL in Palo Alto. He adds: "Of course, the competitive character ensures additional motivation among the team. Also the competition itself is an ideal stage to demonstrate the outstanding off-road
capabilities of the Touareg." 2005 Grand Challenge Last year, the Defense Advanced Research Projects Agency (DARPA) staged the Grand Challenge project for the first time offering US$1 million in prize money, which has now
been raised to US$2 million. This year, the Touareg specially conceived for the competition. As part of the Grand Challenge project, the Electronics Research Laboratory (ERL) brought Volkswagen's broad knowledge of the field of
autonomous vehicles into the partnership with the Stanford School of Engineering. Professor Sebastian Thrun – an internationally recognised expert for artificial intelligence – has assembled a highly skilled research and
development team spanning nine different time zones. Background Information on the ERL: Trend Scout for New Technologies
Volkswagen Group's North American Electronics Research Laboratory (ERL) was founded in Palo Alto, California, (in the middle of Silicon Valley) in 1998. Its aim is to recognise potential technology early, swiftly make it ready for
production and thus speed up the development of the "intelligent" car of the future. The team at this pioneering competence centre for electronics is currently made up of 40 engineers and designers, who operate as trend scouts and
work closely together with the corresponding European development departments at the parent company. Their early recognition of technology, research and initial development leads to innovative new ideas with which Volkswagen Group
products can gain a competitive advantage. The ERL is currently involved in various areas of technology such as driver assistance systems, vehicle-to-vehicle communication as well as the field of innovative infotainment and
entertainment modules. The electronics research laboratory completes its tasks using synergies from internal expertise and from collaborations with external research groups, innovative start-up companies and leading US
universities. See Stanley in action at the Stanford Racing Team website. Check out what the Volkswagen Electronics Research Laboratory is up to. " Stanley's Touareg R5 Specifications: Power/Drive Train: Sensors: Sight Position Balance: Computer System: The
software modules for implementing this strategy were integrated at three levels with the help of Gary Bradski, a principal engineer and Machine Learning expert at Intel. Gary had taken a year sabbatical from his company to work on
this project. Intel had also donated its ruggedized Pentium M computer systems and other employees' time to Carnegie Mellon University an its two HumVee entrants, as well. The low-powered Pentium M systems included 6 ruggedized PC
boards inside a server/blade backplane configuration that could be powered by the alternator and battery of Stanley's electrical system with a spike-resistant power supply regulator. A backup Uninterruptible Power System (UPS) with
battery-backup also protected the computer system in case of a power surge or automotive electrical system glitch. Professor Strun felt he could compete against the more heavily favored Carnegie Mellon University team and its
two HumVees in this way because the rules of the DARPA Challenge stated that the terrain of the race course could be navigated by a normal off-road SUV or 4-wheel drive truck. With only a few modifications to the stock Volkswagen
production vehicle listed above as well as the addition of "off the shelf" ruggedized computer systems donated by Intel, his design team immediately focused on the decision-making processes for an autonomous vehicle. The three
major AI software module subsystems included a Data Acquisition Module, a Planner Module, and a "World model" module. Data streaming into the sensors was filtered by the Data Acquisition module and passed through Obstacle
Verification algorithms to make sure that Priority Obstacle data was valid before it was passed onto the Planner Module. The Planner module connected, in real time, the 3000 GPS waypoint map coordinates (about 23 per mile) along
the route given to the race teams at 4 AM that morning. It also adjusted for any obstacles encountered along the way. The Planner module also included a ``road finder'' feature that looked at the road immediately under the vehicle
and determined which section of the forward horizon looked the same. If Stanley was running on a brown dirt road with green bushes on the sides, it would aim for the stretch ahead that was brown rather than green. The Planner
module directed a controller sub-module that translated the selected route into specific instructions for steering the vehicle and setting its speed. The "World Model" module oversaw the work of the Data Acquisition and Planner
modules to insure reliability by providing parameters for vehicle transitions based on terrain and obstacles encountered. The Planner module could lay down several paths for a given route between two waypoints or avoid an obstacle
but the "World Model" would statistically choose the path that had the highest probability of success and safety. This "World Model" expert system had also been customized by the experiences of a real driver's reactions when
encountering different obstacles during 1,200 miles of desert terrain testing. When the Stanford team first started testing Stanley with their initial software algorithms, Stanley incorrectly assumed 12 percent of the objects in
front of his LIDAR were big enough obstacles that the vehicle would need to swerve around them. To fine-tune this 12% error rate, a human driver maneuvered the car over 1,200 miles of different types of terrain. By following
this "exceptions" guidance, the false positive rate dropped to one in 50,000 objects or .002%. These exceptions reside in the "World Model" module. Stanley constantly updated its position and orientation by taking readings from
three global positioning system receivers, its 6DOF intertial motion sensor, its GPS 2DOF compass, and by measuring the number of times its wheels rotated. This steady stream of data input would also be filtered by the Data
Acquisition model, passed onto the Planner module, and checked with the "World Model" module if required. With this three-module AI system, the internal calculations and decision-making were updated 10 times a second for a
latency of 1/10th of a second. Normal human drivers have a latency response time to an obstacle at one-fourth of a second. Carnegie Mellon University had a more elaborate sensor array and also attempted to integrate more "mapping"
software into its planning and decision-making, reducing latency time to ¼ of a second compared to Stanley's response time. However, the CMU HumVees, using the identical Intel computer systems and with the help of Intel engineers,
were still within the realm of normal human decision-making response times. Stanley's initial strategy would be to move slowly and cautiously below 20 mph using its LIDAR system, which had a range of about 60 feet, until its
independent vision system saw that open road conditions beyond the range of the LIDAR system would allow it to accelerate past 20 mph. The "hand-shaking" between the Planner and World Model modules was initiated by the Planner's
LIDAR system information when it saw no obstacles ahead within its 60 foot range. It would poll the Vision System by sending it a Gaussian color module of the terrain of the road it saw within 60 feet for the Vision system to
compare to the terrain of the road it was looking at in the distance beyond 60 feet. The comparison was passed to the "World Model" module for evaluation and, if a match of the upcoming road beyond 60 feet was found with no
obstacles, Stanley would "step on the gas". In contrast, CMU and other entrants polled their LIDAR, Radar and Machine Vision continuously. The CMU Humvees were also equipped with a gimballed LIDAR and Machine Vision system in
addition to fixed vision sensors. The instruments would hold their position despite the jostling of the vehicle over rough terrain and could visualize 3 dimensions instead of just two horizontal ones. The benefits beyond the extensive military applications
will also reach consumers through new innovations in the automotive industry, industrial robotics and AI systems for years to come. Not a bad taxpayer Return on Investment for $20 million!
2. Stanford University
3. Red Team (Carnegie Mellon University)
4. The Gray Team
5. Team ENSCO
6. Team TerraMax
7. Desert Buckeyes (Ohio State University)
8. Team Cornell
9. Team CIMAR
10. Virginia Tech Team Rocky
11. Virginia Tech Grand Challenge Team
12. Axion Racing
13. Sci Autonics/Auburn Engineering
14. Team Caltech
15. Austin Robot Technology
13. Team Mojavaton
16. Team Cajunbot
17. Team DAD (Digital Auto Drive)
18. Team Intelligent Vehicle Safety Technologies
19. Insight Racing
20. Princeton University
21. Golem Group/ UCLA
22. MonsterMoto
23. MITRE Meteorites
Finishers:
24. Stanford University "Stanley" Volkswagen Tuaoreg R5 (6 hours:53 minutes, averaging 19 mph)
25. Carnegie Mellon University "Sandstorm" HumVee (7 hours:04 minutes)
26. Carnegie Mellon University "Highlander" HumVee (7 hours:14 minutes)
27. Tulane University and Gray Insurance Company's Team Gray (7 hours:
28. Oshkosh Truck's TerraMax 16-ton hardened 6-wheel transport (12 hours:
Successful Premiere: Touareg Prototype Masters Off-Road Course without Driver
WOLFSBURG, Germany - As if steered by a ghost driver. A Touareg with high-tech sensors, but no driver on board. Last Friday, for the first time in
public, an autonomous Touareg had to demonstrate what it has learnt from humans: Volkswagen put the prototype to the test on an off-road course at Motopark Oschersleben.
"This is the first long-distance race in the history of the automobile, in which the vehicles themselves make all of the decisions needed to progress," emphasises
Professor Sebastian Thrun, head of the Stanford Racing Team. "In other words: The car not only needs a strong body, but also a particularly intelligent mind."
---Engine: 5-cylinder turbo-charged inline diesel
---Transmission: 6 Speed Automatic
---Engine Cubic Capacity: 2460 cc
---Fuel Consumption: City—20.8 mpg; Highway 34.9 mpg; Combined—28.0 mpg
---Power: 174 hp (at 3,500 rpm) and 400 Nm-torque (at 2,000 rpm)
---Five Laser Range Finders
---Monocular Video Camera
---Radar for Long Range Sight
---GPS sensor with 20 cm resolution for position estimation
---Measurement of wheel speed for position estimation
---6 Degree-Of-Freedom inertial measurement unit
---GPS compass to generate 2 Degree-Of-Freedom
balance information by integrating data from two GPS antennas.
---Six Ruggedized Pentium M Computer Blades Housed in Ruggedized Computer System
---Ethernet Fabric Switch
---Chassis Management Hardware Module
--- 250 Watt AC Power Supply
---Battery-backed up UPS system for electronics
---Custom software modules for Planning & Optimization, System Control, LIDAR ("Light Detection And
Ranging" or "Laser Radar"), Computer Vision, Inertial Navigation, and Failure-monitoring Reliability Software.
---Data Sampling from Instruments at Rates of 10 MHZ to 100 MHZ
Professor Sebastian Thrun had studied and
taught at Carnegie Mellon University as well as at Stanford University. He and post-doctorate student Mike Montemerlo headed the 60-member international Stanford University team. They focused their winning strategy on developing
the software necessary to strengthen the decision-making Artificial Intelligence on this autonomous vehicle so that it could accurately understand its position, what was coming on the road ahead, and navigate accordingly.
However, the simplicity
of Stanford University's system (LIDAR and Machine Vision) was just good enough to win this particular DARPA Grand Challenge 2005 in record time on a budget of about $600,000 and a lot of donated, volunteer efforts. Stanford
University will retain the patents to the AI software technology developed in conjunction with the Volkswagen Electronics Research Laboratory and Mohr, Davidow Ventures.
LVEVA in Boulder City
Christmas "Parade of Lights", Saturday December 3rd! LVEVA Member John Bullis and his wife, Leti will once again host the LVEVA in Boulder City for the group's annual Christmas party and participation in this year's "Parade of
Lights" on Saturday, December 3rd. John is also the proud new owner of a GEM EV as well as several other 3-wheel and 2-wheel EV's that he and other LVEVA members will be riding in the parade. Please come join the celebration by
contacting any of the LVEVA officers listed above!
LVEVA Member Brent Singleton's 1932 Electric Ford Deuce Coupe Project! Students combine skills to create hybrid car Thursday, November 10, 2005 By Amy K. Stewart
Project may be prototype for do-it-yourself vehicle Brent Singleton, 18, drives one. He is also
coordinating a joint project to build a prototype of one, with the help of many Northern Utah students from a high school, a charter school, a high-school engineering program, two applied technology colleges and a university.
The students' goal is to create the world's first hybrid electric 1932 Ford Roadster. Singleton hopes to have the model made into a car kit that people could buy and build by themselves. Students at the charter high school Northern Utah Academy of Math, Engineering and Science are creating a computerized 3-D model of the proposed car.
"We want to help teach the kids that things don't just grow on trees. They have to be engineered," said NUAMES teacher Norman Parker, of Layton. Students in Weber School District's "Project Lead the Way"
program are installing LED lighting in the headlamp system. Project Lead the Way is a program in which students leave their high school for a couple hours each day to take specialized pre-engineering classes. Three Weber State University students are overseeing the coordination of the project. They will also design and integrate the motor, battery, motor control and emergency shut-down systems for the car. The work will
serve as a project for their senior project management class. "The gas companies won't like hearing about this," joked Weber State student Thomas Allgood, 54, of Layton, a senior majoring in computer engineering
technology. Working together under Singleton's direction, the groups are called "Utah Schools Coalition." The students hope to finish the car by April so they can display and race it at the annual Electric Vehicle
Challenge in North Carolina. But they also aim to use the car to promote education and public awareness. Singleton wants to tour schools with the car to teach people what a hybrid electric vehicle is and show them what it can do.
"Just the license plate will say it all," said Brent's father, Kent Singleton, of Washington Terrace. Brent Singleton has always been fascinated by electricity and had many award-winning junior high science fair projects to prove it. But Singleton's first big step into electric-powered vehicles began a few years ago when he and
his father purchased a 1992 Ford Escort that Weber State students had converted into a hybrid electric car. "I wanted my first car to be environmentally friendly, for everyday driving and for racing," Singleton said.
Singleton has added solar panels and wind generators to his Ford Escort. He drives the car to school every day -- although right now the vehicle is in the shop for a bit of tweaking. On a regular school day, Singleton's car sits in
the parking lot and charges itself. "While I'm in class, the wind generators and solar panels charge my batteries, and I drive home on electricity," he said, adding if there is no sun and no wind, he can plug the car
in to a regular electrical outlet to charge it. For information, or to participate in the car project, contact
LVEVA Editor's Note: To view the 1932 Ford Roadster's ongoing progress, please visit
Reprinted by Permission of Amy K. Stewart and the Ogden Standard-Examiner
Standard-Examiner staff
OGDEN -- In an era of fluctuating gas prices, one Bonneville High School student swears the answer is electric-powered cars.
Bonneville High students are developing the Web site for the car project.
Students at
Ogden-Weber Applied Technology College in Ogden are going to complete the car's inside panels, using scrap material. Students at Bridgerland Applied Technology College in Logan are assembling the frame, rear end and front end of
the car.
They want the plate to read: B4GAS. That means before cars ran on gas, they were powered by steam and electricity.
A hybrid electric car is a vehicle that generally has a gas motor that runs a generator to charge the batteries that run the car with an electric motor. This is compared to an internal combustion engine that runs on gas.
Singleton's Ford Escort was the first hybrid electric car to race at the Bonneville Salt Flats and at Rocky Mountain Raceway. He challenges any junior dragsters, hybrids and alternative-fuel vehicles of any size and shape.
Segway to License its "Smart Motion" Technology to 3rd Party Vendors SMART MOTION
"Our technical team has developed a unique knowledge base that integrates For more information, visit: Ongoing club projects are listed on the LVEVA web site at:
Segway Inc. (Bedford, NH) has announced plans to license its Segway(R) Smart
Motion technology to third-party companies and in some cases co-develop
products with other manufacturers using the technology. The company also
announced that Hong Kong-based WowWee Ltd., parent company of WowWee
Robotics, will be the first third-party company to employ Segway Smart
Motion in products that will publicly debut in 2006.
controls engineering, embedded systems, advanced energy systems and sensor
technologies. This knowledge can now be quickly applied to entirely new
applications and product categories by leveraging Segway Smart Motion
technology," said Doug Field, vice president of product development.
US145 Batteries Available at Factory-Direct Prices---currently $62.10 This
"Factory-Direct Price" is available to LVEVA club members if they use a trailer to pick up these batteries while purchasing directly at: US Battery For more detailed information, contact LVEVA Vice-President Bill Yule at Telephone No: (702)566-0794 One 8-inch Advanced DC used motor-- asking price $800
One 9-inch Advanced DC used Motor--asking price $1200 Rudman PFC20 CHARGER used 4 times--asking price $1500 Contact William Kuehl, Email: Mike Chancey - Posted 06/25/00 Chrome "Electric" car emblems, just like the OEM
factory lettering. Okay, so you own a beautiful electric vehicle, but does the world know? Show them with these profession quality "ELECTRIC" emblems. Fabricated from weather resistant thermoplastic, these signs feature a
bright chrome like finish on the letter faces with a subtle matte black background. They mount easily with the self adhesive HighTack backing. Simply peel off the protective cover, and press the sign into place. Each sign is
approximately 1.25" in height and 7" in length. Only $6.00Each or four for $20.00, plus $1.75 shipping and handling per order. Discounts for larger orders available. Send check or money order to: Mike Chancey, 1700 East
80th Street, Kansas City, MO 64131, or order online at:
1675 Sampson Avenue
Corona, CA 92879
Contact: Christy Delario
Telephone: (951) 371-8090
EV Parts For Sale:
4504 W. Alexander Road, North Las Vegas, Nevada 89032
Tel: 702-636-0304
For Sale: Chrome "Electric" Emblems for EV's
My
Location: Kansas City, Missouri
Checked: 07/13/03
http://www.austinev.org/evalbum/signs.htmlhttp://www.austinev.org/evalbum/signs.html
EV For Sale:
For Sale: Electric 1985 Pontiac "Fiero" --Record-Holding Race Car This 1985 Pontiac "Fiero" Conversion currently holds four National Electric Drag
Racing Association (NEDRA) Class Records at: 1. Class MC/F (Modified Conversion 97-120 volts) The 1985 Pontiac Fiero has been converted with:
2. A DCP T-REX 1000 Water-cooled Controller with an Input Voltage Range of 96 to 336 Volts
3. The Battery System is at 192 Volts. The battery pack consists of sixteen 12-volt sealed ODYSSEY 5. Battery Charger is a 120- to 240-volt Variable Transformer with a heavy-duty full bridge rectifier. Contact: William Kuehl 1. New US 125 Batteries (18 six-volt batteries in series for a 108-volt System) 2. Battery Management System (Charge
Regulators on each battery prevent High-Voltage threshold overcharging allowing equalization of all batteries in the pack; Low-Voltage Battery Monitor circuitry and LED's on each battery indicate when Low-Voltage threshold reached
during battery pack discharge and Electric Vehicle operation) 3. CableForm Controller 5. Re-conditioned Prestolite ™ Motor
6. Power Disc Brakes (Electric Vacuum Pump Assist) 7. Electric Motor-Powered Air Conditioning System 8. Power Steering 9. Power Windows 10. AM/FM Radio with Automatic Antenna Extension 11. 5-speed Transmission
12. Range: Approximately 40 miles per charge 13. Speed: 70-plus miles per hour
2. Class MC/E (Modified Conversion 121-144 volts)
3. Class MC/D (Modified Conversion 145-168 volts)
4. Class MC/C (Modified Conversion 169-192 volts)
1. A new Netgain Warp-9 Electric DC Motor coupled to a 5-speed manual transmission.
and Motor Current Rating at 1000 Amps.
PC-680 batteries with the capability of increasing battery pack capacity and voltages to compete in the NEDRA MC/B Class
(Modified Conversion 193-240 volts) or to a maximum capacity of 336-volts to compete in the MC/A Class (Modified Conversion 241 volts and higher).
4. Tires are B.F. Goodrich G-Force T/A Drag Radials P215/60 R14 that connect
the Electric Motor torque to the road for "no slip" acceleration.
Additional cables and connectors are installed for Dump Charging from a DC battery pack.
Asking Price: $10,000 or Best Offer.
Address: 4504 W. Alexander Road, North Las Vegas, Nevada 89032
Telephone: 702-636-0304
EV For Sale: 1981 Lectra Centauri (4-door sedan) $5, 700 or Best Offer
4. On-board Lester "Lectronics" Battery Charger
Call: Al Sawyer
Tel: (702) 642-4000
