Page 25 - On The Move - Volume 16, Issue 3

A batch of 50 proof-of-concept prototypes was hand-built and Gently driven in warm temperatures, it could achieve 50-70 miles
prepped for a 1994 “PrEView Drive” program that loaned them (80-113 km) in city driving, somewhat more on the highway, and
to regular folks for three months at a time in a dozen U.S. cities. could be charged in about four hours using GM’s innovative, all-
Drivers liked them and provided mostly positive feedback. weather “inductive” 220V charger or 12-16 hours on 110V.

In March 1994, with the corporation’s finances recovering, Bob Because of limited production due to component (especially
Purcell, then executive in charge of corporate strategy, was battery) availability, unacceptable cold-weather range and very
appointed to revive the EV program and “make a business of it,” limited public-charging opportunities – EV1s were marketed
meaning lead the industry in EV technology and sell it to other first only in Los Angeles, Phoenix and Tucson, AZ; San Francisco
automakers if possible. and Sacramento followed, but the optional ’99-model NiMH
batteries were not offered in Arizona because, at that early stage
The EV team began re-staffing. “There were two fundamental of development, they performed poorly in hot weather.
challenges,” Purcell says. “Technical feasibility – can you make it
work? And commercial viability – can you make it at a cost that Ultimately, just 500 ’97 EV1s were built and 400 leased, followed
people can afford, and shareholders can by about the same numbers of ‘99 Gen II cars (no ‘98s), some with
get a return on their investments?” optional NiMH batteries. At that point, GM pulled the proverbial
plug. Until a practical, affordable gas-competitive battery
They worked in parallel on three technology could be developed, there would be no GM EV2 or
generations: Gen I with PbA batteries, EV3. Toyota, Honda, Ford, Chrysler and every other automaker
Gen II with optional range-doubling with EV aspirations also gave up, and California eventually
nickel-metal hydride batteries and Gen III was persuaded to back off its ill-considered sales mandate of
with more affordable, long-range lithium-polymer batteries that technology that was nowhere near market ready.
3M Corp. and others were developing. Because Gen I’s 1,175-lb.
(533-kg) pack of 27 advanced PbA batteries held a mere half- Proprietary technology concerns, serious liability risks with
gallon of gasoline-equivalent energy, the production EV1 (as it aging 300V batteries and state laws requiring parts and service
was later named) would have to be an incredibly efficient two- support for years after sale led GM to lease, not sell, those early
seater to achieve even barely acceptable range. EVs, and are why they had to recall and destroy them when the
leases were up.
The development team rethought and reinvented virtually It made those 800 or so lessees, who genuinely
every element of the modern automobile, which brought such loved their EV1s and did not want to give
breakthrough technologies as the first heat pump automotive them up, extremely unhappy.
HVAC, electro-hydraulic power steering and power-blended,
electro-hydraulic regenerative braking. With a teardrop shape But they enjoy much more and better choices
perfected by many hours of wind-tunnel tuning, its drag today.
coefficient (Cd) was an astounding 0.19.

Powered by a 137-hp AC induction
motor through a dual-reduction
gearset, it delivered respectable ride
and handling on its narrow, 50-psi, low-
rolling-resistance tires.

On The Move 2019 23