EV Diary - Part One - March 27 07

EV Diary - Part One - March 27 07

This diary will likely look like other Electric Vehicle

diaries, except that I'll be diarizing about driving

the world's first licensed pickup truck (a converted

GMC Sierra S-15, with a 9" Advanced DC electric motor)

running on the pure energy of Revived Batteries.

Due to my carelessness late last week, the SBT-3

battery tester began to read higher capacities than is

real. I have a pair of ACT Intelligent Battery Testers,

and determined that the SBT-3's erroneous readings

should be multiplied by 12/30 on a 35AH battery. I had

to check the battery stock and remark the last batch of

batteries that were certified using the SBT-3.

Fortunately, only the last AGM battery on the Sierra,

installed on Sunday, is marked incorrectly as "36A"

(double underlined) whereas it is approximately only

14A. That will be the last expensive battery tester

I'll buy that doesn't have reversed-polarity protection.

This afternoon, I drove the S15 to Ed Mac's drugstore

by Metrotown. He thought it was wonderful, and I warned

him to cover his ears before I start the "really loud"

engine.

Driving an EV with a manual transmission takes a day,

or so, to get used to. The Sierra shudders in first

gear, if you step on the gas while letting out the

clutch pedal (like you would in a gasser.) The Sierra

should be driven somewhat like an automatic.

To prevent the shudder, let the clutch out without

pressing on the "gas pedal." This is easy, except when

starting from a full stop, up a hill. Also, because the

motor makes no noise, the driver can be surprised by

the EV. (The Tesla electric car makes a simulated

engine noise.)

I found myself stepping on the clutch pedal when

clutching really wasn't necessary.

One potential problem: If you use the motor to "hang"

on a hill, while waiting for a stop light, the motor's

brushes could get welded, as Amps are running, even

when the motor isn't. EV drivers must be trained to not

run the motor when the wheels are fully stopped.

Also, there is no "engine brake" with this EV, and the

parking brake must be used in the garage.

Dropped in to a camera shop that recycles batteries,

and had fun joking around with the staff. They were

happy to see an electric pickup picking up their dead

batteries. I said, "If you have a camera, we can take

some pictures of you and the electric pickup." That pun

cracked 'em up.

Popped in to one gas station for a tire check, and was

disgusted to see a 50-cent sign on the air pump. Drove

around to another gas station that had free compressed

air, and increased the tire pressures to 42PSI. After

the station's cashier gave me permission, I plugged in

the charger cord. The gas station's outlet (with a GFI)

tripped after a few minutes.

Then, I dropped in to see Paul at Bike Doctor, and he

posed with the electric Sierra for his camera. He's

organizing the Stanley Park Bike Fest and helping with

the Commercial Drive Car-Free festival. Paul thought it

would be great to bring the e-Sierra, carrying some

bikes. Paul liked the idea of battery revival, and gave

me a 2 lb. box of dead batteries to revive.

On the way back, I circled around a one-way street to

check out the latest ebikes at Raylight Electric Bikes

on Kingsway Drive. Plugged in the charger, and tripped

the shop's circuit breaker. However, I used a

work-around to get it working again, with the shop's

lights turned off. Raylight's manager was very

surprised to see the crazy mixture of used batteries

powering our electric pickup. Seemed like magic, to

him. He said that there are battery-rejuvenation

devices sold in ebike shops in China, but they didn't

work, so he doesn't import nor sell them.

The Sierra drew no more than 150A during today's run.

Mostly at 75-100A, even uphill, despite the motley

mixture of revived batteries powering this etruck. The

uphill part of Forest Street used to require 225A with

our experimental first battery set. With our second,

specially-configured, battery pack, the draw was only

70A for this very same climb. The 'suspension-bridge'

battery pack configuration suggested by someone at the

Amateur Inventors & Gadgeteers group seems to be

working.

The Curtis fuel-gauge(?) is connected only to one

battery in the 120V series. It read 'full' the entire

time. The very dim glow of the Curtis gauge makes it

nearly impossible to read in bright sun conditions.

The other battery meter, marked "12V" seems to be

connected to the auxilliary battery that runs the 12V

lights and compressor.

The clutch releases at a much higher point than I am

used to - its almost at the very top of its travel. So,

there's no need to fully depress the clutch pedal.

Unlike one Sparrow EV owner's diary, there wasn't any

rattling noises in the S-15. Some EV owners complain of

rattles, because the motor is so quiet. I don't have

that problem.

What is the "red light" on the dashboard? Could it be a

reminder that the ignition is on? Just to prevent a

driver from being surprised?

Looking for "opportunity charging" is difficult. One

should always bring a very, very long extension cord.

At least 100 feet.

We are taking some precautions with charging too, as

many EV owners have reported cooking the AGM batteries

dead with just one over-charge.