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Chevrolet S-10 EV
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Chevrolet S-10 EV
The Chevrolet S-10 Electric was an American electric-powered vehicle built by Chevrolet. It was introduced in 1997, becoming the world's first electric pickup truck from the original manufacturer, updated in 1998, and then discontinued. It was an OEM BEV variant of Chevrolet's S-10 pickup truck. The S-10 Electric was solely powered by electricity (batteries) and was marketed primarily to utility fleet customers.
General Motors started with a regular-cab, short-box (6-foot (180 cm) bed) S-10 pickup, with a base-level trim package plus a half-tonneau cover. In place of a typical inline four cylinder or V-6 internal combustion engine, the electric S-10 EV was equipped with an 85-kilowatt (114 hp) three-phase, liquid-cooled AC induction motor, based on GM's EV1 electric coupe. The EV1 had a 100 kW motor; GM reduced the S-10 EV's motor output because of the additional weight and drag of the truck so as not to overstress the batteries.
Because the S-10 EV shared its major powertrain components with the GM EV1, it used a front wheel drive configuration, as opposed to the rear wheel drive (two-wheel-drive) configuration of the gasoline-powered S-10. Its closest competitor, the electric Ford Ranger EV was also rear wheel drive.
Similar to the Gen 1 EV1's, there were lead acid battery and nickel–metal hydride battery options. The 1997 Chevrolet S-10 EV used a lead acid battery pack. Manufactured by Delco Electronics, the 1,400 lb (635 kg) battery pack consisted of 27 cells, with one being designated as an "auxiliary" cell. These reportedly offered 16.2 kilowatt-hours for propulsion. In 1998, an Ovonic nickel–metal hydride battery (NiMH) pack was also available; these batteries were lighter (1,043 lb or 473 kg) and had a combined 29 kilowatt-hours of storage for a longer range. NiMH also has longer life but costs more than the lead acid option. The battery pack was located between the frame rails, beneath the pickup bed. On all battery types, a passive battery monitoring and management system was used; this meant that excess energy was wasted from cells with a higher charge, while the remainder of the cells reach the same state of charge.
The S-10 EV charges using the Magne Charger, produced by the General Motors subsidiary Delco Electronics. The inductive charging paddle is the model J1773 or the 'large' paddle. The small paddle can also be used with an adapter to properly seat it. The standard charger is a 240 V 30 A (6.6 kW); there is also a 120 V 15 A 'convenience' charger, and a high-power fast-charge version. The vehicle's charging port is accessed by flipping the front license plate frame downwards. The system is designed to be safe even when used in the rain.
Depending on the load and driving conditions the range can vary greatly: For the 1997 model with lead-acid battery pack, city range was 45.5 miles (73.2 km); the mixed city/highway range was 47 miles (76 km); the highway range was 60 miles (97 km) if operating constantly at 45 mph (72 km/h) or less. The acceleration time 0–50 mph (0–80 km/h) was listed as 13.5 seconds (at 50 percent battery charge - the published literature stated that acceleration time was "even less" when the truck had a full charge).
Like the EV1, the top speed of the S-10 EV was governed, albeit to 70 mph (113 km/h), 10 mph (16 km/h) less than its coupe sibling.
The performance is much better for the 1998 model year with the nickel–metal hydride battery, at an approximately 90-mile (140 km) range and an acceleration time of 10.9 seconds at 50% charge.
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Chevrolet S-10 EV
The Chevrolet S-10 Electric was an American electric-powered vehicle built by Chevrolet. It was introduced in 1997, becoming the world's first electric pickup truck from the original manufacturer, updated in 1998, and then discontinued. It was an OEM BEV variant of Chevrolet's S-10 pickup truck. The S-10 Electric was solely powered by electricity (batteries) and was marketed primarily to utility fleet customers.
General Motors started with a regular-cab, short-box (6-foot (180 cm) bed) S-10 pickup, with a base-level trim package plus a half-tonneau cover. In place of a typical inline four cylinder or V-6 internal combustion engine, the electric S-10 EV was equipped with an 85-kilowatt (114 hp) three-phase, liquid-cooled AC induction motor, based on GM's EV1 electric coupe. The EV1 had a 100 kW motor; GM reduced the S-10 EV's motor output because of the additional weight and drag of the truck so as not to overstress the batteries.
Because the S-10 EV shared its major powertrain components with the GM EV1, it used a front wheel drive configuration, as opposed to the rear wheel drive (two-wheel-drive) configuration of the gasoline-powered S-10. Its closest competitor, the electric Ford Ranger EV was also rear wheel drive.
Similar to the Gen 1 EV1's, there were lead acid battery and nickel–metal hydride battery options. The 1997 Chevrolet S-10 EV used a lead acid battery pack. Manufactured by Delco Electronics, the 1,400 lb (635 kg) battery pack consisted of 27 cells, with one being designated as an "auxiliary" cell. These reportedly offered 16.2 kilowatt-hours for propulsion. In 1998, an Ovonic nickel–metal hydride battery (NiMH) pack was also available; these batteries were lighter (1,043 lb or 473 kg) and had a combined 29 kilowatt-hours of storage for a longer range. NiMH also has longer life but costs more than the lead acid option. The battery pack was located between the frame rails, beneath the pickup bed. On all battery types, a passive battery monitoring and management system was used; this meant that excess energy was wasted from cells with a higher charge, while the remainder of the cells reach the same state of charge.
The S-10 EV charges using the Magne Charger, produced by the General Motors subsidiary Delco Electronics. The inductive charging paddle is the model J1773 or the 'large' paddle. The small paddle can also be used with an adapter to properly seat it. The standard charger is a 240 V 30 A (6.6 kW); there is also a 120 V 15 A 'convenience' charger, and a high-power fast-charge version. The vehicle's charging port is accessed by flipping the front license plate frame downwards. The system is designed to be safe even when used in the rain.
Depending on the load and driving conditions the range can vary greatly: For the 1997 model with lead-acid battery pack, city range was 45.5 miles (73.2 km); the mixed city/highway range was 47 miles (76 km); the highway range was 60 miles (97 km) if operating constantly at 45 mph (72 km/h) or less. The acceleration time 0–50 mph (0–80 km/h) was listed as 13.5 seconds (at 50 percent battery charge - the published literature stated that acceleration time was "even less" when the truck had a full charge).
Like the EV1, the top speed of the S-10 EV was governed, albeit to 70 mph (113 km/h), 10 mph (16 km/h) less than its coupe sibling.
The performance is much better for the 1998 model year with the nickel–metal hydride battery, at an approximately 90-mile (140 km) range and an acceleration time of 10.9 seconds at 50% charge.
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