Related Development
General Motors revealed several prototype variants of the EV1 drivetrain at the 1998 Detroit Auto Show. The models included diesel/electric parallel hybrid, gas turbine/electric series hybrid, fuel cell/electric version and compressed natural gas low emission internal combustion engine version. In addition, during this period, GM reorganized their electronics divisions (among them Hughes Electronics and Delco Divisions) into Delco Propulsion Systems in order to attempt to commercialize this technology in niche markets. Several non-affiliated companies purchased inverter and drivetrain systems from DPS for vehicle/fleet conversion purposes.
The new platform was a four-passenger variant of the EV1, lengthened by 19". This design was based on an internal (GM) program for a more "marketable" EV begun during the proof of concept phase of the EV1's development. During the original EV1 R&D period, focus groups indicated one of the major market limiting factors of the original EV1 was its two seater configuration. GM investigated the possibility of making the EV1 a four seater, but ultimately determined that the increased length and weight of the four seater would reduce vehicle's already limited range to 40–50 miles - placing the first ground up electric car's performance squarely in the pack of aftermarket gas vehicle conversions. General Motors chose to produce the lighter, two-seat design.
For hybrid and electric vehicles, the battery pack was upgraded to 44 NiMH cells, arranged in "I" formation down the centerline, which could fully recharge in just 2 hours using onboard 220 V induction charger; additional power units were installed in the trunk, thus complementing the 3rd generation 137 hp AC Induction electric motor installed in the hood. Hybrid modifications retained the capability of all-electric ZEV propulsion for up to 40 miles (64.4 km).
Read more about this topic: General Motors EV1
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