Grid Charger
Grid charger owners and location, as well as some service links for hybrid services
Grid charger code V3.0 manual
Understanding the charging and balancing process
Pack discharger
SOC reset device
Insight Battery pack lifter
Grid charger test adapters
Reprogramming the charger
Installing the Genesis One Universal grid charger in an Insight
Installing the Genesis One Universal grid charger in a First Gen Civic
Harness options
The Universal Grid Charger
MIMA Pack Whack and rebalancing the battery
Mikes Insight
EV Insight with a Prius heart
Grid charger Operating Instructions V1.2
Designing a PHEV system for the Civics, Insight 1 and 2 ------------Micro V-Buck PHEV
Doug's V-Boost
Randall's Insight
Paul's Adventures in alternative evergy
Western Washington University X-Prize car
Finding The Best Hybrid Mix
5th wheel part 2
Air cooled 5th wheel
Air springs arrive
No assist when warm
Attachment plate / Ripping the battery pack out .
Back to the 5th wheel
Back to the 5th wheel with some power in our pocket
Beefing up the rear suspension to handle the extra battery weight
Better wheel
IMA Battery Booster/Balencer/Charge controller.
Booster Battery progress
Booster pack test 1
Breaking away from the grid
Cleaning things up for the trek to Madison
DC/DC mounting and cooling
E-Wheel repair and inspection
Final 5th wheel
Finishing up the boost power supply
First full weight test
First power up of boost power supply
Got the exhaust finished
Holy Bat Dropings Robin it is an electric car
MIMA logo?
Air spring and EV wheel begin to take shape
More Prius batteries
New 5th wheel
One hour of electric priority
Portable charging system
Second boost test run
Some booster battery options
Starting to plan the trip to Madison
Test runs and 5th wheel
The Etek motor
The EV Wheel
The ideal battery for a 200 mile commute
Vboost +MIMA, a winning combo for the Insight
What is that orange tail on my Insight
E-wheel for any vehicle

Holy Bat Dropings Robin it is an electric car

Holy Bat Dropings Robin it is an electric car
EV Range test route profile

I am so happy. We went to a late movie, and on the return trip, the secondary highway (45mph limited) was pretty much deserted. I had finally put a furnace air filter over the air inlet of the blower, and ran a new wiring tube to the car underside so I could turn on the blower.
I started with a 48V charge of about 98%.
I got into autostop at a light, put the car in neutral, and clutch out. I put down the 5th wheel with blower running, and took off. I got up to 30 mph pretty quickly, and found that I was cruising at about 28-32, depending on the direction of the grade. The slightest down hill, and the current will drop right down. The surprising part was the hill climbing. On some hills that would normally be a problem, (< 50mpg) in 4th at 30mph; I was cruising right up them with the speed only dropping to 25mph. Remember this is at 175A peak, the motor can take 300A. Now the good part, I watched the motor temp, it was stable at 102F, and I never saw it over 107F even after a 1/2 mile hill. I continued for 23 miles like this, with the FCD at 150mpg, and the l/100klm at 0. I will know the amount of battery charge that it took to do it when the battery has all night to settle out, but it is above 40 %SOC for sure. Maybe a 30-40 mile range on pure electric, with lead acid batteries. HOW COOL IS THAT!
I should try a 3:1 ratio, as I bet it would have enough power to go up to 45mph.
While I am at it, I should put an encoder on it, and have it spin up to the same speed as the road before the cylinder pushes it down, then you could engage it on the fly, and also have regenerative charging of the 48V pack. The bigger EV only cars, use two Etek motors shaft to shaft, for doubling of the power. Lots of possibilities.