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Ford s direction was totally different than GM s during this wave They took a hard look at the problem and decided the two critical areas were battery technology and drivetrain efficiency This period marked their planting of seeds in sodium-sulfur battery technology (they invented it in 1965) and integrated AC induction motor drivetrains during the Ford/Eaton Lynx and Ford/GE Escort projects that would later bear sweet fruit The Chrysler/GE team took advantage of federal government funding of the Electric Test Vehicle One (ETV-1) program in 1977 to couple a lightweight, low rolling resistance, streamlined body with front-wheel drive to a unique DC motor, transistorized controller, and 108 volts worth of advanced lead-acid batteries At the same time, a Garrett/JPL team was working on ETV-2 and learning the benefits of a similarly constructed and identically powered vehicle using rear-wheel drive and aided by flywheel energy storage In 1971, the United States Post Office studied electric vehicles in a pilot program implemented at the Cupertino Post Office in California, using British Harbilt electric vans The program was a resounding success Because of it, the United States Post Office ordered 350 converted Jeep -type electric vans from AMC General Corp, a division of American Motors, for the next phase of the program The AMC General vans were also a resounding success Both the Harbilt and AMC General vans had enormously high uptimes and low cost per mile while being driven almost continuously during their evaluation periods The program had strong support inside the Post Office and was cancelled only after the third oil shock made it economically unattractive Numerous independent electric vehicle manufacturers came out of the woodwork after the 1973 oil shock; it was a repetition of turn-of-the-century vehicle development with the good, the bad, and the ugly There were many EVs to choose from, but most were not technically innovative, manufacturing quality was inconsistent, and component quality was occasionally poor Prevailing designs used either conversions of existing internal combustion vehicles or unsophisticated new chassis, and many were poorly engineered In addition, most firms were severely undercapitalized While the automotive industry marketed its internal combustion powered vehicles via public relations, lobbying to blunt legislation, measuring public taste through survey and prototype programs, product advertising, and distribution through a dealer network, EV manufacturers of the 1970s used few of these, and haphazardly The Sebring/Vanguard CitiCar seen in Figure 3-8 was the most famous and infamous electric vehicle of this period Sebring/Vanguard was the first manufacturer out of the blocks in 1974, and for a brief time sold all it could make Eventually, more than 2,000 CitiCars were produced It was very popular in its day; owners were fiercely loyal, and it received much publicity Unfortunately, although it was well built (many are still on the road today), efficient, and practical, its design and styling gave it the appearance of a glorified golf cart, similar to the late 1960s engineering prototypes previously mentioned When they were unjustly crucified by a Consumer s Union report (along with Elcar s golf-cart-sized Zagato imported from Italy), and an unfavorable article went out over the UPI wire, even a letter from the chief attorney of the Department of Transportation saying the criticisms
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Sebring/V anguard CitiCar (Source: Wikipedia)
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were false failed to undo the damage The public would always associate EVs with golf carts and some nebulous stigma But this painful lesson was well learned by other electric vehicle manufacturers, and later models avoided golf-cart looking designs like the plague Another wellknown manufacturer of this period was Electric Fuel Propulsion Their early Renault R 10 and Hornet conversions led to their original and innovative Transformer (featuring 180-volt tripolar lead-cobalt batteries, a 70-mph top speed, and 100-mile range) with its range-extending Mobile Power Plant trailer Linear Alpha produced the Seneca (Ford) and Linearvan (Dodge) conversions US Electricar produced the Electricar (Renault LeCar) and Lectric Leopard conversions Finally, there was Battronic Truck s Minivan, co-produced with the Electric Vehicle Council; more than 60 utilities received production versions of this 6,800-lb van whose 18 6-volt lead-acid batteries pushed it to 60 mph
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