April 06, 2006
Reprinted with permission from
the April/May 2006 issue of
Mother Earth News
Electric
vehicles -- powered entirely by batteries
rather than a gas
engine -- have been around ever since Henry
Ford's wife drove one in 1914. Today, they
offer greener and much more affordable
transportation than conventional cars and
trucks.
One easy, affordable option that is gaining momentum is the
"neighborhood electric vehicle" like the one shown above -- a
small, inexpensive car that can travel at 25 mph for up to 30
miles before it must be recharged. These clean, quiet little
cars can be a great alternative for short, in-town trips. At
the same time, new lighter-weight, faster-charging battery
technologies are making speedier, longer-range electric
vehicles (EVs) more feasible. These advances are combining
with air pollution concerns and oil depletion issues to make
electric transportation a hot topic. (Mother Earth News will
publish several articles this year about electric cars,
tractors, bicycles and motorcycles.)
For our oil-addicted nation, electric cars have two
unexcelled virtues: They don't rely on
petroleum, and they are remarkably
energy-efficient machines. The maximum theoretical efficiency
of the typical gasoline engine is about 30 percent; diesels
are about 35 percent efficient. But in real-world driving
conditions, both numbers drop significantly. Only a tiny
fraction of the energy in a gallon of gasoline actually ends
up doing useful work -- the rest is wasted as heat.
In contrast, electric vehicles are far more efficient than
conventional cars. The motors of EVs exceed 90 percent
efficiency, and their batteries are better than 85 percent
efficient. In addition, some EVs have regenerative braking
that can recapture as much as 30 percent of the vehicle's
kinetic energy to recharge the battery. Because they have
fewer parts and are so much more efficient, EVs cost much less
to operate.
For instance, the EV manufacturer Global Electric Motorcars
(GEM) says its low-speed vehicles operate at a cost of just 1
cent per mile. A 2006 Honda Civic sedan operates at a cost of
about 8 cents a mile -- that's an 8-to-1 ratio! Furthermore,
if you recharge your electric car with wind or solar power,
you could power your vehicle entirely with renewable energy.
And once you pay off the initial cost of your system, the
electricity would be free.
Are They Really Cleaner?
When talking about the virtues of electric cars, questions
often arise about the air pollution generated from power
plants (half of which burn coal). Several independent studies
have shown that even if all the electricity used to recharge
an EV's battery pack came from an entirely coal-fired power
grid, the power plant's emissions still would be significantly
less per mile driven than those from the average
gasoline-powered vehicle. For details on these studies, see
"Electric Vehicles and Pollution."
The motors of electric cars are elegantly simple -- there's
just one moving part, the rotor shaft. Whereas a gasoline
engine requires complex emission sensors and controls, as well
as catalysts and a muffler to make its exhaust a bit cleaner
and less noisy, an EV generates no emissions and is
wonderfully quiet in comparison. It also can have surprisingly
brisk acceleration and speed. General Motors' Impact, later
re-christened the EV1, once held the land speed record for
production electric cars at 183 mph and could go from zero to
60 mph in less than nine seconds. Of course, you give up range
when you hotfoot it in an EV. But unlike their distant cousins
-- golf carts and forklifts -- electric cars don't have to be
slackers in performance.
Gasoline-powered passenger vehicles account for 40 percent
of U.S. oil consumption. And as we know all too well these
days, much of that oil has to be imported and prices are
expected to skyrocket as supplies decline. In contrast, most
of our electricity comes from domestic fuel sources -- coal,
nuclear power, natural gas, hydropower and wind. This means
that the more people who choose to drive electric vehicles,
the more we can reduce our addiction to imported oil.
Tens of thousands of people already have opted to "go
electric" by leaving the family sedan in the garage and
driving an electric vehicle, such as the previously mentioned
GEM. With sticker prices from about $5,000 to $15,000 and
efficiencies equivalent to just pennies per mile, these
low-speed "carlets" are catching on. And faster, longer-range
models are on the horizon.
Neighborhood Electric Vehicles
The GEM and other low-speed electric cars are referred to as
NEVs -- neighborhood electric vehicles. They are intended
solely for use on slow streets, airports, university campuses
and industrial parks where speed is less of an issue than
lower operating costs, convenience, and reduced noise and air
pollution.
Officially, the National Highway
Traffic
Safety Administration (NHTSA) designates
NEVs as "low-speed
vehicles." This regulation enables
manufacturers to build battery-powered vehicles -- usually
designed for two to four passengers -- that have top speeds of
25 mph. More importantly, the federal government allows these
EVs to operate on public roads with speed limits of 35 mph or
less, if state and local authorities also approve. To date, 44
states and the District of Columbia have legalized NEVs for
these conditions. (Find the
NEV laws in your state.) Because mixing slow-moving NEVs
with heavier, faster
automobile traffic raises safety concerns,
NHTSA requires manufacturers to equip their vehicles with a
number of safety features, including automobile-grade
windshields, wipers,
headlights, turn signals and seat belts.
As a result of the street-legal designation, an increasing
number of manufacturers are producing NEVs in North America.
Six leading companies are listed in Electric Vehicle
Resources. Furthermore, the U.S. Department of Energy keeps a
list of the most current models of each manufacturer at its
Clean Cities Web site. Here's another
directory of smaller NEV manufacturers.
All NEVs share a number of features besides those
prescribed by federal regulations. They typically use either
48- or 72-volt systems powered by common lead-acid batteries
like those found in electric golf carts. They can be recharged
in six to eight hours by plugging into standard 120-volt
household outlets. For faster recharging, 240-volt systems are
available -- they reduce recharge time to only three or four
hours. Drive it, park it and plug it in -- no messy
oil
changes, no trips to the gas station and
fewer repair bills.
The popularity of NEVs grew out of two trends in the 1990s.
Retirees in the Sun Belt states wanted something better than
golf carts for running short trips and errands around their
planned communities. The second trend was the realization that
an affordable
electric
car with true highway performance was still
out of reach, largely because of the high cost of batteries.
While automakers built nearly 5,000 freeway-capable electric
cars to meet California's short-lived Zero Emission Vehicle
mandate, none chose to go into full-scale production. Today
only about 1,000 of these cars remain on the road, mostly in
California.
If you just need a vehicle that can zip around your
neighborhood, then current electric car technology is easily
up to the challenge, especially if you drive less than 30
miles a day. NEVs' relatively inexpensive lead-acid batteries
can be recharged overnight, and the estimated annual cost to
drive an NEV 100 miles a week (at 8 cents per kilowatt-hour)
is about $58. Doing the same in a 27 mpg car costs nearly $450
at $2.33 per gallon of gasoline -- an NEV would save you about
$390.
The savings realized from operating an NEV for local trips
also go beyond the price of gasoline. The average gasoline
engine generates the most pollution and undergoes the greatest
engine wear in the first few miles of operation. A three-mile
round trip to the grocery store for bread doesn't give the
catalytic converter enough time to warm up, and doesn't allow
engine lubricants to fully coat all the moving parts. In
contrast, short trips are a piece a cake for the NEV.
Like any piece of machinery, NEVs have their issues. Every
three to five years, their batteries must be replaced at a
cost of about $1,000. Treat the batteries with respect --
meaning you charge them regularly and don't let their charges
run too low -- and they will perform better and work for the
longer end of that range.
GEM currently is the dominant NEV manufacturer with more
than 30,000 vehicles sold in five different models, including
short- and long-bed cargo carriers (see photo). Once
considered a vehicle only for the Sun Belt, GEMs have
gradually worked their way as far north as Minnesota and
Maine. GEM is based in Fargo, N.D., and was purchased by
DaimlerChrysler in 2000. According to Mike Kalberer, the
company's marketing manager, GEM has about 150 dealerships in
the United States. It also sells add-on options, such as cabin
heaters, removable fiberglass doors with roll-down windows and
canvas-frame doors for cool weather.
Many people have found NEVs handy for around-town errands
where a gas car is unnecessary. One such GEM owner is Lew
George, who lives in downtown Atlanta and drives his 2001 e2
every day for all his short errands and trips, from getting
groceries, visiting the doctor and dentist, to going to the
movie theater and eating out at restaurants.
"Living downtown means a lot of start-stop traffic, which
the GEM is great for," George says. "I own two gas cars, but
sometimes they don't even get started for two to three weeks
at a time."
In Atlanta, George says that recharging the batteries in
his GEM is easy -- even on the go -- because he's able to plug
into public places, such as parking lots, garages, retail
stores and supermarkets, and recharge his batteries for free.
This gives George the benefit of driving farther -- he doesn't
have to save half his battery charge to get home.
If you live in a Northern state, extremely cold weather can
affect the performance of an NEV's batteries, says Ken
Smalligan, an automotive sales manager who sells GEMs in
Muskegon, Mich. Smalligan suggests GEM owners who live in
colder regions upgrade to gel batteries, which offer increased
performance and life span. The cost of upgrading the GEM's six
lead-acid batteries to gel is about $300 ($50 for each
battery).
Perhaps because of its origins in the cool climate of
British Columbia, Dynasty Motor Car decided to develop an
enclosed NEV that more closely resembles a car. The IT --
variously pronounced "eye-tee" or "it" -- is available in the
United States in five models, including a four-passenger
compact.
Other players in the NEV market are B.I.G. Man, Cart-Rite
and Columbia ParCar -- all of which have an open-air cab
approach. Some golf cart manufacturers and small automakers in
South Korea and China also are eyeing the U.S. EV market.
New EV Options
The weight and expense of batteries have been the biggest
technical barriers to creating EVs comparable to gas-powered
vehicles. But the recent development of more
powerful, lighter-weight, faster-charging lithium-polymer
batteries looks like a major breakthrough.
NEC and
Subaru are working on an
electric
car that uses a lithium-ion battery the
companies say can be recharged in minutes instead of hours.
Depending on the application, the battery pack can be as small
as a briefcase. By 2010,
Mitsubishi plans to commercially release its
MIEV concept -- a line of electric cars that will use
20-kilowatt motors and lithium-ion battery chemistry that will
recharge in less than one hour.
Numerous other lithium-polymer battery makers -- both large
and small -- are joining the race to develop affordable,
energy-dense packs for a wide range of portable electronic
applications, including the next generation of power tools.
That technology likely will find its way into both electric
vehicles and gas/electric hybrids that increasingly rely on
electricity instead of petrofuels for power.
Making
Hybrid
Cars More Efficient
As awareness of the benefits of electric transportation grows,
some owners of the Toyota Prius, a gas/electric hybrid sedan,
are adding an aftermarket button to manipulate the car's
computer, taking advantage of a latent EV mode. This
modification causes a Prius to more fully utilize its
electric
motor by keeping the car in electric-only
mode for longer distances than normal -- for about one to two
miles, or more specifically until the battery's charge dips to
a low level, your speed reaches 34 mph, the accelerator pedal
is depressed more than three-fourths of the way down or you
push the EV-mode button again.
Without the button, a Prius only travels very short
distances before the gas engine takes over. You can install an
EV-mode button yourself by ordering a kit from various
Internet vendors such as www.coastaletech.com.
Taking the EV-mode one step further, several companies are
working to offer a version of the Prius with a longer-range
lithium-ion battery pack that can be recharged using a
standard household power outlet. The result is a car that can
be driven for 50 to 60 miles on electric power at residential
speeds (less than 35 mph). On longer trips and at higher
speeds, the engine reverts to its standard hybrid mode. (See
"The Prius You Can Plug In," October/November 2005.)
The Future Is Battery-Powered
Small and light with room for up to four passengers, the
electric vehicle of the future will move people efficiently
over short distances between home and work at freeway speeds.
Powered by lithium-ion batteries that can be recharged in just
minutes, these nimble commuter cars might have a range of more
than 180 miles, depending on the battery pack. In the future,
manufacturers may also offer EVs at different costs for
different ranges. For example, an electric vehicle with a
range of 100 miles would cost less than one with a 200 mile
range.
Larger electric vehicles probably will be plug-in hybrids
that have a gasoline, diesel or some not-yet-developed engine
that combines the virtues of both electric motors and
internal-combustion engines, and burns some form of renewable
fuel. Hydrogen or methanol fuel-cell range extenders could
follow in a decade or two.
To paraphrase Mark Twain, the rumors of the electric car's
death have been greatly exaggerated. Instead, there appears to
be a resurgence of interest in EVs as a feasible path to
reduce our dependence on petroleum, with the added benefit of
a cleaner environment. The era of fast, fun, clean, affordable
and efficient electric cars is finally at hand.
Electric Vehicles and Pollution
When considering the environmental benefits of electric
vehicles, many people wonder if the pollution from coal-fired
electric power plants that provide the electricity used to run
the vehicles is equal to or worse than that from
gasoline-powered cars. But several studies have confirmed that
electric transportation is much less polluting than
conventional gas-powered vehicles.
A private analysis done in
1999 by Phil Karns -- an engineer and EV1 lessee at the time
-- concluded that when powered by electricity from
California's comparatively clean power grid, an EV1 produced
97 percent less total pollution during its operation than the
average
gasoline vehicle in the state.
A more detailed study done
for Health Canada, the nation's heath-advocacy department,
compared the well-to-wheel emissions of a
Toyota
RAV4 gasoline sport utility vehicle and its
battery-powered counterpart (see photo). The study concluded
that the electric
RAV4, which relies primarily on electricity
generated from coal, produces 55 percent to 59 percent less
greenhouse
gas emissions compared to the gas-powered
RAV4. Furthermore, the electric RAV4 produces 80 percent to 92
percent less of other
emissions (non-carbon dioxide), depending on
the specific type of coal used.
Tokyo's Seikei University
performed a bottom-up analysis of the environmental impacts of
a gas/electric hybrid vehicle compared to an entirely electric
vehicle, including the energy used in the manufacture and
operation of each. As expected, the hybrid produced less
greenhouse gases than a gasoline model. But depending on the
source of energy used to generate the electricity, the hybrid
also beat the electric car. The exception was if the
electricity came from hydropower (or other renewable energy
sources, including the wind and sun), in which case the EV was
the clear winner.
Make Your Own Electric Car
Anyone who has the time, talent and resources can convert a
conventional automobile to electric drive. Go with a
lightweight but sturdy "donor" vehicle without power steering
or an automatic transmission. Among those cars suitable for
conversion, the favorite choices are Porsches, Geos and
Volkswagen Jettas and Rabbits. Ford Rangers and Chevy S10s are
the most popular light-truck conversions. If you do most of
the work yourself and already own the donor vehicle, you can
convert one for about $6,000 to $8,000.
If you have someone convert a car for you, expect to pay
about $15,000 to $20,000, plus the cost of the car. For this,
you'll get a basic electric car with 30 to 50 miles of range.
Its relatively inexpensive and widely available deep-cycle
lead-acid batteries will need replacement every three to five
years, at a cost of about $1,000 to $1,500. A freeway-capable
car typically will use from 16 to 24 6-volt lead-acid
batteries wired together in series to produce between 96 and
144 volts. The more volts in the car, the faster the top speed
and the longer the range. Driving at increased speeds,
however, reduces the maximum range of the electric vehicle.
There are multiple Web sites and discussion groups
dedicated to electric car conversions, as well as a handful of
small, specialized companies in the United States and Canada.
The Electric Auto Association has chapters around the country
and in Canada that are eager to assist new members in going
electric. Mother Earth News offers the book Convert It, by
Michael Brown and Shari Prange, and detailed plans for a
gas/electric hybrid conversion using a lightweight car (see
"Electric Vehicle Resources").
Electric car conversion classes also are becoming available
in some areas. Mike Parker of Modesto, Calif., teaches a
course based on author Michael Brown's conversion plans.
"You have to be a pretty darn good mechanic, but I want to
teach people with shop experience how to do conversions
themselves," Parker says. "I also want to teach industrial
arts teachers so they can pass on the information to
students." To that end, this summer Parker will be teaching a
class of 10 to 20 students at the Turlock (Calif.) Adult
School, and he says he's looking into teaching an online
class. For more information, call (209) 667-0643.
The advantages of driving a converted electric car are low
operating costs, home recharging, independence from petroleum
and the ability to recharge using wind or solar power. The
disadvantages are battery replacement and reduced range, as
well as no air conditioning, power steering, automatic
transmission or power brakes.
Parker says that some communities, such as Turlock, have
120-volt outlets on downtown streetlights that are perfect for
recharging electric cars. And where there aren't public
outlets, you can establish relationships with businesses to
use their outdoor electrical outlets while you shop. "I
personally have established an understanding with about 25 to
30 businesses to use their electrical outlets for my car,"
Parker says. "As payment, I occasionally give them a few
dollars."
The cost of filling up an electric car is little more than
that used to heat a pot of coffee, says Michael Hackleman, a
renewable energy expert and author of the currently
out-of-print book The New Electric Vehicles. "When shops and
restaurants let me use their electrical outlets, I always
offer them a quarter and explain that -- even at 15 cents a
kilowatt-hour -- they make a profit every time I plug in.
Electric cars aren't going to impact their electricity bill."
See the
original article in Mother Earth News for extended
references and resources.
END STORY