FAQ EV Q&A Section
Glad you asked. Electric GT is on a mission to re-power classics form the 60's-80', mostly! There are many early and a few later projects we will consider but that is the core target range! Most of the target cars are ripe for a an electric power upgrade for a new usable daily life! Bringing a classic back to daily driving is cool, clean fun. Well.... we cant lie, its a bit of hot rodding too.
GTe-Crate Systems are complete EV conversion packages. Systems are fully built-up and bench tested prior to shipment. It works out of the box and batteries are included. What's Included? Motor(s) and Controller(s), Battery Modules (Batteries, engineered enclosures, BMS modules, Thermal mgmt, fuses), On-Board Charging, DC Converter (Think Alternator), Battery Management System (BMS), Base Thermal Management (cooling) System, HV Signal Harness, and all fuses / connectors / switches. Fully assembled, tested and arrives ready to connect and run.
Electric GT has engineered and built systems for a growing line-up of vehicles that are delivered ready to drop into a properly prepared car in about 50 hours! Systems are pre-built, pre-wired, bench tested and installed so it just needs "installation" upon arrival. GTe-Vehicle Systems include all components, mounting solutions, hardware, and an installation manual for easy fitment. Generally, systems can be installed with basic mechanical and fabrication skills and it can be completed without any special high-voltage knowledge in a week.
Universal Systems are core EV conversion packages that are pre-built up and tested but do not come with vehicle specific mounting and installation components or hardware. For example, the GTe-173 Universal System will fit in a variety of vehicles but EGT has not performed the installation. These systems do not have the motor to driveline adapter package and clutch assembly. Feel free to inquire about specific builds as we do engineer new vehicle fitments for a variety of prospective recipients.
Glad you asked! It is a very common miscalculation to compare an EV “swap” to an engine swap. An electric conversion is not just a motor swap, but is a complete Ecosystem swap. The entire Ecosystem of both ICE and EV Systems needs to be taken into account. The ICE ecosystem includes much more than just a motor: Engine, radiator & cooling system, fuel tank/system, and the exhaust system. A complete EV ecosystem includes Motor(s) and Controller(s), Battery Modules (Batteries, engineered enclosures, BMS modules, Thermal mgmt, fuses), On-Board Charging, DC Converter (Think Alternator), Battery Management System (BMS), Base Thermal Management (cooling) System, HV Signal Harness, and all fuses connectors & switches. What is the cost of installing an all new ICE Ecosystem?
GTe-Crate Systems are not to be mistaken for EV Conversion “Kits”. All systems are certainly far from equal and Electric GT provides completely built up systems that are pre assembled, tested, and shipped ready to install with a minimal learning curve. No need to spend hundreds of hours learning and hundreds more installing “kits”. General mechanical and fabrication skills of most shops are more than sufficient experience needed to install GTe-Systems. Avoids the brain damage of sorting pallets of EV parts, understanding wiring diagrams, wiring HV Signal harnesses, following multiple manuals and hoping there are no bugs to backtrack. Just unpack the GTe-System, follow basic instructions to connect and bench test the system, and then install it with the support of a full installation manual. And we are always available to help with the occasional questions!
The end results are the same: stored energy is turned into mechanical energy. How they get there is the big difference. Internal combustion engines (ICE) typically achieve full power closer to elevated RPM’s in the 4500-7500 range. Electric motors have instant torque and power and power tapers off over approximately 5000 RPM’s making for instantaneous response and performance. Torque equates to real power when driving.
Well it certainly is not an apple to apples comparison. Typically ICE systems will have a torque figure similar to their horsepower number.. Electric motors will have a much higher torque number vs rated horsepower. For example, the GTe-353 System has a rated 240 horsepower and nearly 350 ft/lbs of torque which in petrol comparison feels like 350-400 ICE horsepower. In evaluating systems and projects don't be fooled by lower HP numbers of electric motors.
The simplest answer is that a manual transmission is far more efficient than an automatic and requires no external factors to operate outside of you. Theoretically, some automatic transmissions would work, but you lose a percentage of your energy to the torque convertor of an automatic. Further penalty to an electric motor happens during slippage since you have no “peak” in your horsepower, so any slippage built into an automatic to keep a motor in a peak RPM is moot and is simply lost energy.
It’s very satisfying. With instant torque, your car feels like a rocket. Generally an Electric GT electric conversion has more horsepower and torque than your car did from the factory. You do need to operate the transmission (gear selection depends on the application), and generally want to shift gears in order to maintain efficiency. No clutch operation is required besides during gear changes. Other than that, your car feels like your car, just faster!
For a couple of reasons. First, single speed electric motors do work, but require more power to get the weight of the vehicle moving without the additional leverage provided by different gear ratios, thus making it less efficient and less fun until you get into serious power outputs. The second reason is that the driver’s interaction with the transmission is a big part of what defines the driving experience in an older car, which is a big part of what makes driving an older car more enjoyable for many auto enthusiasts.
EGT systems are designed with weight in mind. The 353 System is a great example of a design that compliments both overall weight and front to rear distribution of that weight. Targeting a total weight delta of 250 lbs +/- is a good goal for a conversion. IN the FJ40/60, for example, the overall ICE systems removed and EV systems added result in @300 lbs difference with a near OEM balance front to rear. Overloading a classic with too much weight or one end loaded impacts performance and handling often resulting in additional work to accommodate the weight.
Range is a big variable and is impacted by a number of influences: Vehicle characteristics, driving conditions, load variations, temperature, etc. To estimate average range, it is best to simulate daily driving with a mix of around town and highway driving. High speed and loads have lower range values while slow driving around town tends to have increased range values. A Tesla can average 3-3.4 Miles per kWr and is “best of class” market efficiency. Older Petrol SUV’s with OEM or updated drivetrains are not going to win awards for efficiency. Each vehicle's range will vary but an SUV can see results closer to 2 miles/kWh while a lighter classic Mustang or Fiat may see closer to 3 miles/kWh.
Ditching the pump also requires ditching the “fill the tank when empty” petrol paradigm. Most EV drivers find that intermittent charging during the course of a day extends mileage wel beyond stated “range”. On-Board charging is integrated into GTe-Systems and allows for smart 3 - 6 kW Level 2 J1772 (220-240v) or Level 1 charging. Regarding charge times, your charge rate and pack size will give you a clear idea of charge time. If you have a 50 kWh pack and are at 50% State of Charge (SOC) 6 kWh charging gets you “filled up” in about 4 hours. Charging at 6 kWh on standard Level 2 J1772 extending range by roughly 12-18 miles per hour. Intermittent charging adds up and provides effective range boosting.
Certainly. Engineering custom and proprietary EV systems typically involves a larger scale engineering effort that if properly approached and funded yields specialized solutions. Hit us up.... and we have some wild ideas.
Sure do. EGT is here to provide you with major EV components and component groups. Need batteries, energy modules, motors and controllers, adapter packages, cooling systems, chargers, DC converters, HV cable, BMS, etc. We are here to provide solutions that cater to your level of interest and experience. Check our store or inquire directly. Our focus is systems but we are happy to help knowledgeable shops achieve their goals.
There is a fine line to adding too much energy weight to a classic conversion. 200 + miles requires a lot of batteries and space. Most classics are not designed for the weight and simply don't have reasonable space to accommodate the batteries. Gte-Systems are designed to compliment the vehicle OEM Curb Weight and original distribution of weight front to rear. There is a point where too much battery impacts performance, weight distribution, space consumption, and suspension.
Oh Heck NO! Do some real homework. Aside from a "Pallets of parts" you will have a super sized block of time to perform the job. Thats one heck of a learning curve and lots of parts & wiring that will need 100's of hours of labor! Do you want to be an EV expert one car at a time or would you rather install turnkey reliable EV systems for your clients? All systems and "kits" are not created equal. "Kits" are a far cry from a complete GTe-System. Beware & Compare specifications carefully and understand the complete scope of swapping ICE to EV. Time is $$$. Quality builds are priceless.
In California it is a snap! It's legal, encouraged, saves money, and is a little disruptive! The DMV inspection lane offers a quick under the hood drive-though inspection and provides a form verifying VIN and Mode of Propulsion (MP) as Electric (E) on the spot. Say so long to Smog Checks on future registrations for ALL post 1976 cars! No problems! Out of state? Check with your local state Department of Motor Vehicles. It is still new for many agencies and we have yet to even hear about a conversion rejection! Win Win Win.