Chrysler TEVan

The Chrysler TEVan was developed in partnership with the Electric Power Research Institute (EPRI), a voluntary association funded by electric utility members.{{cite magazine |url=https://books.google.com/books?id=b8XOcmTKzuEC&pg=PA40 |title=Automotive Newsfront: Plug-in minivan |first=Brian |last=Nadel |date=March 1990 |magazine=Popular Science |pages=39–40 |access-date=30 May 2024}}{{cite magazine |url=https://books.google.com/books?id=quMDAAAAMBAJ&pg=PA27 |title=New Age EVs |first=Herb |last=Shuldiner |date=September 1991 |magazine=Popular Science |pages=27–29;102 |access-date=30 May 2024}} Its name was derived from the internal model code (T-0115), motive power (Electric), and body style (Van).{{cite magazine |url=https://books.google.com/books?id=fTIEAAAAMBAJ&pg=PA17 |title=Fuels for a cleaner future |first=Jean A. |last=Bray |date=July 1991 |magazine=The Rotarian |pages=16–19 |access-date=30 May 2024}} The TEVan model name was used for prototypes; Chrysler also marketed the minivans as the Dodge Caravan Electric and Plymouth Voyager Electric.{{cite magazine |url=https://books.google.com/books?id=S812DHiH7dUC&pg=PA38 |title=Electric Car Record: Honors To Chrysler |date=June 1993 |magazine=Popular Science |page=38 |access-date=31 May 2024}}{{cite report |url=https://books.google.com/books?id=waHoZM18kgEC |chapter-url=https://books.google.com/books?id=waHoZM18kgEC&pg=PA53 |title=Status of Domestic Electric Vehicle Development |chapter=Statement of Doran K. Samples, Program Management Executive, Electric Minivan Project, Chrysler Corporation, Auburn Hills, MI |pages=52–59 |date=May 11, 1993 |publisher=Subcommittee on Energy of the Committee on Science, Space, and Technology, U.S. House of Representatives, One Hundred Third Congress, First Session |access-date=30 May 2024}} Previously, EPRI had developed the G-Van, which integrated the lead-acid battery electric powertrain from the GMC Griffon (rebadged from the Bedford CF2){{cite journal |jstor=44553967 |doi=10.4271/900137 |title=On-Road Test and Evaluation of the GM Griffon Electric Van |first=M. William |last=Tripp |date=1990 |volume=99 |issue=6 |journal=Journal of Passenger Cars |series=SAE Technical Paper Series |publisher=SAE International |pages=160–170}} with a standard General Motors van body and chassis.{{cite magazine |url=https://books.google.com/books?id=5uMDAAAAMBAJ&pg=PA17 |title=Electric Van Enters Production |date=March 1990 |magazine=Popular Mechanics |page=17 |access-date=31 May 2024}}

Production began in late 1992.{{cite magazine |url=https://books.google.com/books?id=mQEAAAAAMBAJ&pg=PA16 |title=What's New: Ready for the road |date=July 1992 |magazine=Popular Science |page=16 |access-date=30 May 2024}} Over three years, 56 were built in total{{cite press release |url=http://www.media.chrysler.com/wwwpr97/2626.htm |title=Chrysler delivers electric minivans to government fleet customers |date=June 16, 1997 |publisher=DaimlerChrysler |archive-url=https://web.archive.org/web/19991104040336/http://www.media.chrysler.com/wwwpr97/2626.htm |archive-date=November 4, 1999 |url-status=dead |quote=The TEVan was introduced in 1993 with 56 units sold over three years.}} and most were sold at a list price of {{USD|120000|1993|round=-3}} each upon their introduction. The first five were delivered to east coast utilities in April 1993; prices would be reduced to US$100,000 in March 1994. However, the cost of production was estimated at US$250,000 to US$300,000 per vehicle.{{cite report |url=https://books.google.com/books?id=KHdGDa-GGB0C&pg=PA49 |title=Electric Vehicles: Likely Consequences of U.S. and Other Nations' Programs and Policies |date=December 1994 |publisher=Chairman, Committee on Science, Space, and Technology, House of Representatives |access-date=30 May 2024}}{{rp|49}}

Half were produced using nickel-iron battery ({{chem|Ni|Fe|link=Nickel-iron battery}}) chemistry and half were equipped with nickel-cadmium battery ({{chem|Ni|Cd|link=Nickel-cadmium battery}}) chemistry. The TEVan was built on the same production line as the conventional minivans at Windsor Assembly in Ontario, Canada. It had a top speed of {{convert|70|mi/h|km/h|abbr=on}}, seating for five adults, and a curb weight of {{convert|5060|lb|kg|0|abbr=on}}. Between March 3 and March 11, 1993, a prototype TEVan completed a {{cvt|2500|mi}} road trip from Detroit, Michigan to Los Angeles, California in 155 hours, recharging approximately every hour. The pulse charger was developed by Norvik Traction, and was powered by a diesel generator towed behind a tractor-trailer; it was able to recharge the NiCd battery pack in 30 minutes.

The 180V NiCd pack consisted of 30 SAFT STM5-180 6V 180Ah batteries in six removable pods under the floor of the car, delivering over {{convert|50|mi|km}} of range. During the demonstration drive from Detroit to Los Angeles, several cells overheated and were replaced.

The NiFe pack consisted of 30 Eagle-Picher 6V 200Ah batteries in six pods under the floor and delivered more than {{convert|60|mi|km}} of range. Chrysler claimed the pack had a lifetime of {{cvt|100000|mi}}. A Chrysler executive testified the vehicle had {{convert|80|mi|km}} of range on the SAE C-Cycle. Data from an early prototype stated the nickel-iron battery pack weighed {{cvt|2100|lb}} and provided a range of {{cvt|120|mi}}. By 1991, the prototype battery pack weight had been reduced to {{cvt|1800|lb}}. Because NiFe batteries consume water and generate hydrogen gas during operation, an automated water replenishment system and a gas dispersal system were included.{{cite magazine |url=https://books.google.com/books?id=zAIugfGhlj8C&pg=RA1-PA81 |title=Electric vehicles only |first1=Len |last1=Frank |first2=Dan |last2=McCosh |date=May 1991 |magazine=Popular Science |pages=76–81;110 |access-date=30 May 2024}}{{rp|81}}

The TEVan's on-board charger was a PFC Martin-Marietta and accepted 120 VAC@20A or 40A, 240 VAC@20A or 40A, and as high as 220 VAC@40A- three-phase inputs. Regenerative braking was possible.

In 1992, Chrysler announced a partnership with Norvik Traction to develop an on-board pulse charger compatible with lead-acid, NiFe, NiCd, and NiMH battery chemistries.{{cite news |url=https://www.upi.com/Archives/1992/12/30/Chrysler-signs-agreement-to-develop-electric-vehicle-battery-charging-system/6216725691600/ |title=Chrysler signs agreement to develop electric-vehicle battery-charging system |date=December 30, 1992 |work=UPI Archives |access-date=31 May 2024}} A stationary system developed by Norvik was able to charge the NiCd battery from empty to full in 25 minutes using a 480 V supply.{{cite magazine |url=https://books.google.com/books?id=Qg1TXHcJwgcC&pg=PA37 |title=Electric Cars: Quick Volts For Electrics |date=April 1993 |magazine=Popular Science |access-date=31 May 2024}}

The prototype TEVan was fitted with a {{cvt|35|hp}} DC traction motor, giving it a top speed of {{cvt|65|mph}}. The production TEVan used a 27 hp, 65 hp max (48 kW) Separately-Excited GE DC traction motor coupled to a two-speed FWD trans-axle that featured Hi, Lo, Reverse and Park. The owner's manual referred to it as a 'semi-automatic transmission' although it used a clutch. The motor controller was also manufactured by GE.

The production TEVan had a payload of {{cvt|800|lb}} and was able to accelerate from {{cvt|0–50|mph}} in 31 seconds.{{cite web |url=https://avt.inl.gov/sites/default/files/pdf/fsev/HistoryOfElectricCars.pdf |title=History of Electric Cars |date=2016 |publisher=Idaho National Laboratory |access-date=31 May 2024}}{{rp|5}}

The TEVan had an 8.8 kW three-stage ceramic electric heater. The 120A DC/DC converter provided all the 12v power, there was no auxiliary (12V) battery. Gauges included motor temperature and SOC (state of charge, akin to "Fuel Level") using the stock instruments. It was also equipped with electric air conditioning (R-134a), regenerative braking, power brakes using a Delco electric vacuum pump, power steering, AM/FM Stereo, and airbags. The original equipment tires were Low Rolling Resistance (LRR) Goodyear P205/75R15 Momentum at 50PSI.

After the third generation Chrysler minivans were introduced, a similar electric-powered variant named the EPIC (Electric Powered Interurban Commuter Vehicle), taking its name from the 1992 Dodge EPIC concept, was launched in 1997 with advanced lead acid batteries and later in 1998 with nickel metal-hydride ({{chem|Ni|M|H|link=Nickel metal hydride battery}}) batteries. It was offered for lease in New York and California in 1999.

The NiMH battery weighed {{cvt|1200|lb}} with coolant. It was equipped an AC traction motor and single speed transmissions. The reduced battery weight improved performance, giving the 1998 EPIC a maximum payload of {{cvt|945|lb}} and acceleration of {{cvt|0–50|mph}} in 12 seconds; range improved to {{cvt|80|mi}}.

{{reflist}}

• [http://evalbum.com/299.html Don Buckshot's '93 Dodge TEVan] - evalbum
• [http://evalbum.com/425.html James Wolfe's '93 Dodge TEVan] - evalbum
• {{cite web |url=https://texashistory.unt.edu/ark:/67531/metadc1482924/ |title=News Clip: Chrysler TEVan Electric minivan |publisher=The Portal to Texas History}}

{{Chrysler timeline}}

{{Chrysler}}

Category:Electric cars

TEVan

Category:Cars introduced in 1993