11 inch race-modified Kostov (178 lbs.)
Datsun 5 speed. Replaced Nissan Comp. pressure plate with an extreme duty 'Clutchnet' full race pressure plate. Retained three puck solid copper disc.
Custom made heavy duty type drive line with stronger universal joints.
Heavy duty Nissan from '67 Datsun SSS 411 sedan, chopped and narrowed, 4:88 gear set from a '66 Datsun pickup.
Front - 13 x 5.5 classic American Racing 4 spoke with 175/50-13 Pirelli P7
Rear - 13 x 7 classic American Racing 4 spokes with 9" wide 'Hoosier' drag slicks. 1/2 inch spacers so slicks would clear the leaf springs.
(left) Battery pack change to lighter, much higher voltage system. Removed the 780 lbs. of Optima Red Top SLI batteries @ 180V and replaced them with 28 small 13.5 lb. 12 volt Hawker Genesis 16ahr @ 336V nominal, 378 lbs. total pack weight. The batteries and connectors layout drawing (right) is from 2-15-98 for the planned new rear seat area 336V pack of small Hawkers.
(left) The compact little 'brick sized' Hawkers can belt out 750 amps from a 13.5 lb. package, stack neatly next to one another, and are easily connected with short copper bus bars. (right) An aluminum enclosure was designed and built to hold all 28 of the powerful little batteries. Rectangular cut-outs at the top of the rear wall are where the doubled runs of 1/0 positive and negative cables route through.
After the pack was installed, new exterior signage was in order and includes Hawker sticker, an unoffical license plate warning of the electrical potential inside, and the ultimate message for slow gas cars trying to keep up at the top of the rear window!
Godzilla 1200 amp programable controller
Baby Optima YT, no DC-DC - external charging required.
To facilitate 'dump charging' via a large external battery pack (17 Optima Yellow Tops @ 204V), an extra Bubba contactor was installed inside the new 336V rear seat pack of 28 small Hawker Genesis batteries. The contactor was mounted between two strings of 14 batteries for 168V on each side of the contactor. The top portion of the photo shows it stuffed between the numerous small Hawkers.
With the keyswitch 'on' this second contactor would be closed to complete the series wiring of all 28 batteries to give 336V. When the keyswitch was off, the contactor would open, leaving two 168V strings of Hawkers.
If the car's 'gas filler door' was open and the keyswitch was 'off', a microswitch would trip and power-on two 'charging contactors' (system located just behind the rear seat bulkhead in the trunk) that would parallel the two 168V strings of Hawkers to give a single 168V pack to receive the charge. High current (250 amps inrush, down to ~ 125 amps continuous) dump charge juice was routed from the 175 amp Anderson connector in the filler area through 4 gauge wires to the charging contactors, and an 80% bulk charge was completed in 3-4 minutes after a 1/4 mile run! This was the earliest version and those 12 gauge green wires got pretty hot during the first phase of charging.. note the multiple funky crimp-on butt splice connectors added after all four in-line safety fuses blew during a heavy charge between 1/4 mile runs. All external charging juice passed through the 500 amp 50 mv shunt (in-line with the 4 gauge negative charge lead) and on to a newly installed dash-mounted Emeter battery computer.
1870 lbs. (est.)
3-7-1998 APS Races 'Saturday Night Electric Desert Drags'... Ran a 16.16 against Marvin Rush's stock GM EV1. (footage at 'Videos' page). Best ET of the night at 15.77
5-7-1998 'EV Awareness Day'...White Zombie at OEVA's Portland electric car show.
