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Electric vehicles only consume electricity. In between charge-ups, there are no other consumables to worry about except an occasional watering of the batteries. These figures are covered in more detail later, but the Ford Ranger electric vehicle pickup conversion of 10 averages about 0.44 kWh (kilowatt-hours, a measure of energy consumption) per mile. At \$.165 per kWh for electricity in New York (check your electric utility monthly statement for the prevailing rate in your area) that translates to 0.44 kWh/mile 3 \$.165/kWh 5 .0726 (7.3 cents) per mile (Note: Does not include charging cost and 3.3 cents per mile for battery replacement.) Let s compare these costs with the EV s gasoline-powered internal combustion engine counterpart in a pickup chassis. The latter consumes gasoline; its ignition, cooling, fueling, and exhaust systems require filters, fluids, and periodic maintenance. The gasoline-powered pickup chassis (equivalent to the previous example) averages 20 miles per gallon or 0.05 gallons per mile. At \$4.50 per gallon for gas, that translates to 0.05 gallons/mile 3 \$4.50/gallon 5 .225 (22.5 cents) per mile Consumables and periodic maintenance must still be added. Assuming these cost \$41.67 per month (oil change averaged over three months, fuel additives, aligning and balancing tires), and annual mileage is 12,000 miles per year, this translates to \$500/year 4 12,000 miles/year 5 .0416 (4.2 cents) per mile Adding the two figures together, you re looking at 27 cents per mile operating cost for a gasoline-powered vehicle versus 7.3 cents per mile for its electric vehicle equivalent almost three times the cost of the electric vehicle. While your average EV conversion made with off-the-shelf components might consume about 0.4 kWh per mile, General Motor s Impact electric vehicle is rated at 0.1 kWh per mile (0.07 kWh/ km). This drops your electric vehicle operating costs to 0.5 cents per mile! (Note: cost per mile varies with driver.)
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meter also goes across the battery, but it should operate only when the key switch is on, so wire it to the on-off side of the main contactor (away from the battery). The temperature meter wiring is not particularly critical; just observe proper polarities and grounding, and make sure the thermistors are securely attached to whatever you are measuring. Jim utilized only ammeter and voltmeter instrumentation, with a range switch mounted on the 1987 Ranger s dashboard (see Figure 10-25, top).
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