Ford Ranger EV
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| Ford Ranger EV | |
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| Manufacturer: | Ford Motor Company |
| Production Years: | 1998–2002 |
| Production Quantity: | 1,500 |
| Surviving in Private Ownership: | Some purchased lead-acid, likely less than 100, a few (less than 10) sold to lease return resistors, an estimated 150 refurbished units to be sold to former leaseholders by lottery. |
| Predecessor: | None |
| Class: | Compact Battery Electric Pickup Truck |
| Drive wheels | Rear |
| Motor location: | Rear |
| Traction Motor: | Alternating current |
| Power: | 90 hp (67 kW) |
| Torque: | 149 ft·lbf (202 N·m) |
| Controller cooling: | Liquid |
| Charger: | Onboard 220 V AC |
| Charging connector: | Avcon (conductive) paddle - requires specialized 220 V AC charging station |
| Charger cooling: | Liquid |
| Opportunity charging: | Not provided |
| Charge time | Eight hours to full, some for Hawiian rental fleets provided with fast charging capability |
| Battery cooling: | Liquid heat pump cooled using the air conditioning system |
| Pack voltage: | 312 volts (39 x 8 V) |
| Battery type: | VRLA Lead Acid or Nickel Metal Hydride |
| PbA: 39 x 8 V, NiMH: 25 x 6 V | |
| Battery capacity: | About 30 kW·h (NiMH) |
| Battery location: | In trays between frame rails |
| Range: | Up to 45 miles (72 km) PbA at 60% DOD (est.), over 65 miles (105 km) NiMH |
| Maximum speed: | 80 mph (130 km/h) (computer limited) |
| Mileage: | 485 mi (780 km) at 100 kW·h (AC input) |
| Transmission: | 3:1 single speed reduction integrated with motor and differential |
| Axles: | Halfshafts with constant velocity joints, DeDion tube on leaf springs, some with Watts linkage |
| Similar: | Ford Ranger (4WD) |
| Seating: | Bench seat for driver and passenger, central seating position usable with restricted hip width |
| Included: | Heater, Electric AC, Electric PS, Vacuum PB, AM/FM with 18 preselects (6 AM, 12 FM), Antilock Brakes, SRS Bags and Three-Point Belts for Driver and Passenger, Center Lap Belt, SRS Passenger Disable Switch, Tonneau Cover, Aluminum Wheels (5) with Full Size Spare, Spare Tire Padlock Cable, Low Rolling Resistance Tires |
| Gross vehicle weight: | 5,300 lb (2,400 kg) |
| Wheelbase: | 112 inches (2.84 m) |
| Bed length: | 6 feet (1.8 m) |
| Bed load capacity: | About 700 lb (PbA), 1200 lb (NiMH). |
| Towing capacity: | Substantial. Operators have reported satisfactory performance with 2000 lb trailer loads. |
| This article is part of the Ford automobile series. | |
The Ford Ranger EV (Electric Vehicle) is a battery electric vehicle produced by Ford Motor Company. It was produced starting in the 1998 model year through 2002 and is no longer in production. It is built upon a light truck chassis used in the Ford Ranger. A few vehicles with lead-acid batteries were sold, but most units were leased for fleet use. A few persistent and interested private parties were able to obtain leases over a period of three to five years. All leases were terminated in 2003-04, and the vehicles were recalled.
[edit] Nickel metal hydride (NiMH) batteries offered
In California and some limited areas outside of California, a NiMH (nickel-metal hydride) battery version was offered, but only for lease [10/05/06 update: some leased Ford Ranger EVs were sold to leasees, so there are some Ford Ranger EVs that have beens and maybe available for purchase as used]. The NiMH version delivered a true 65 mile range at a steady 65 mph speed on flat highways (normal operation with some reserve; in comparison the lead-acid version is said to have a range of up to 65 miles with hard tires and careful driving. Actual range of the lead-acid Ford Ranger EV is less). The Ford Ranger EV controller electronics will allow strong acceleration even when in 'E' economy shifter mode. Thus a heavy foot will reduce the EV's range. The above the line cost of this vehicle (before manufacturer discounts and other public agency subsidies) was $50,000. Used Ford Ranger EVs have been sold from 25,000 on up, depending on the condition of the vehicle and the life of the pack.
[edit] Early life problems
There were numerous problems with the NiMH Ranger associated with an inability to accept a charge in hot environmental conditions, and some other problems requiring replacement of major components, but Ford successfully addressed these problems early in the vehicle's life cycle. There were some range issues around the 25,000 mile service life with the batteries, and due to the great expense of these batteries, Ford elected not to fix this range problem (as allowed under the lease terms). Some leases were continued despite the shorter range.
[edit] Performance
Performance was generally considered as quite acceptable. Early versions through the 1999 model year were programmed for a higher acceleration than later models, which could advertise a higher EPA mileage.
[edit] External appearance
The appearance of the front charging door in a grille location that is open on ICE Rangers, and the missing tailpipe and Hotchkiss drive and the visiblity of the EV's unique rear suspension and the traction motor from behind the vehicle are the principle identifiers indicating that this is an electric Ranger. From the side, the vehicle is almost indistinguishable from the ICE Ranger except for a modest script Electric on the side. Only the slight projection of the battery trays below the frame rails is noticeable at a distance. Vehicle height is close to that of four wheel drive vehicles.
[edit] Instruments
A miles to go indicator to the left of the speedometer is accurate only when the battery system is performing to specification, otherwise it may mislead the driver. A charge indicator at the lower left is in the place of the normal fuel gauge, but with underperforming batteries, cannot be relied upon owing to its tendency to decline from a full charge to about 3/4 and then drop to empty within a mile or two. Above the state of charge is a rate indicator showing energy usage and recovery.
At the upper right an off-run electric gauge will come up to the run position in a few seconds after Start is commanded by a keyswitch turn. This appears to show the pack voltage applied to the main bus upon start-run relay contact closure and the time delay probably reflects the charging of the motor controller's input capacitors. The vehicle's main contacts will not close until the pre-charge is complete.
At the lower right a temperature gauge monitors the liquid coolant temperature.
The usual speedometer and odometer complete the analog portion of the instrument panel.
Various indicator lights are included, one of which indicates that the truck is plugged in for charging. This is interlocked with the start circuit, disabling it if the Avcon paddle is inserted.
[edit] Charging
Charging is through an Avcon conductive connector, provided beneath a hinged door to the right side of the grille. A NiMH pack would take six to eight hours to charge, storing about 30 kW·h.
[edit] Controls
Ford attempted to make the driving and operating experience as similar as possible to that experienced in an ICE vehicle with an automatic transmission. A selector operates similar to that for an automatic transmission with the following positions:
- Park
- Reverse
- Neutral
- Drive
- Economy
The economy position will reduce the maximum speed available, will also reduce the throttle response, and will engage energy recovery, and so is useful for long downgrades and when approaching a stop or for start and stop traffic. Drive is normally used only for freeway use.
A conventional switch arrangement is used to provide key inserted detection at Off, Accessory, Run, and Start.
Other controls are identical to that of the ICE version.
The heating system uses a ceramic core resistance heater. Air conditioning is provided with an electric-motor driven compressor-condenser-evaporator system, also used to provide battery cooling during charging (this may be a NiMH-only feature).
[edit] Chassis
The Ford Ranger EV was built upon a Ford Ranger four wheel drive chassis.
[edit] Battery trays
Batteries are contained in two battery modules that are bolted to the underside of the vehicle and which can be removed using specialized shop equipment. Individual batteries are then serviced and replaced from the open top of the module. The modules are not identical. The rear module contains a single layer of batteries in a box that fit between the frame rails and under the truck bed forward of the rear axle. The forward module is shorter and contains batteries at two levels; a small number of upper batteries fit into a bump-up at the rear of the cab and into the small storage area behind the bench seat.
[edit] Battery heating
The lead-acid batteries are sensitive to temperature, losing a substantial portion of capacity in winter conditions. When plugged in for charge the battery temperature is sensed and battery heaters used to maintain temperature sufficient to retain specified range - a necessity for colder climate fleet use, where vehicles are usually parked outdoors. This would suggest that to enhance the economy of use in such climates that the vehicle should be sheltered. NiMH batteries do not have this temperature sensitivity. Models with NiMH batteries did not have a loss in range in cold temperatures.
[edit] Battery cooling
The ability to charge NiMH batteries is limited by heat gain, so these batteries are liquid cooled during the charge cycles.
[edit] Front suspension
Dual A arm with coil springs and shock absorbers (same as Ranger 2WD)
[edit] Rear suspension
The rear suspension consists of a De Dion tube that located the wheels and which was sprung by the usual longitudinal leaf springs. As the first year production (1998) used lightweight carbon fiber leaf springs, which were insufficiently resistant to transversely locate the DeDion tube, these early versions also contained a Watt's linkage. Later versions used conventional steel leaf springs and did not require the additional linkage.
[edit] Driveline
The rear wheels are powered by a six pole alternating current motor operating through a (single speed) three to one reduction transmission and differential. The motor can produce 60 horsepower and can operate at a maximum speed of 13,000 rpm. The motor, transmission, and differential are contained in a single unit mounted high between the frame rails, transversely between the rear wheels. Half shafts angle downward to drive the wheels.
[edit] Tires and wheels
All wheels including the spare are made of cast aluminum. Tires are low rolling resistance, similar to what would be found on a full size sedan, rather than on a truck. 1998 and 1999 wheels were of the same, simple design. Later models had wheels of a large 'spoke' design.
[edit] Component layout
The front underhood compartment contains the charger, an electric air conditioner, the power steering mechanism, the power brake unit (otherwise conventional), a radiator for the air conditioner, and a vacuum pump and reservoir for the power brakes and a reservoir for the windshield washer. Charger and battery liquid cooling service is performed here but is not an owner-operator service item.
To the rear of the rear axle (the usual location for the spare tire) is the AC motor controller. The spare tire could be carried at a station within the truck bed. The spare tire is poorly located within the bed relative to its inefficient use of bed space. Many operators simply did not carry the spare.
[edit] Bed cover
In the interest of improved aerodynamics the bed is covered by a snap on cover supported by aluminum bows. Snap receivers slide within aluminum channels. A rear bow allows the tailgate to be opened without removing the cover. The cover can be quite difficult to re-snap under cold conditions due to shrinkage and stiffness of the vinyl material. As the bed was a carryover from the standard Ford Ranger body, some owners opted for after-market tonneau covers, such as hard fiberglass or roll-top.
[edit] Charger, battery, and motor controller thermal management
The batteries and various electrical components are liquid cooled and this liquid is in turn cooled by the air conditioning system during charging. The motor controller is also liquid cooled.
[edit] Energy recovery
On a very long downhill run one could obtain a noticeably higher state of charge than at the top (3000 ft. elevation difference), so the energy recovery was demonstrably effective.
[edit] Economy
Power consumption for light duty suburban use is around 500 watt-hours per mile, both by the EPA figures for early models and by some owners' experience.
[edit] Driving impressions
With its smooth and quiet operation the impression is one of luxury, despite its being a truck. The weighty batteries eliminate any hint of a "trucky" ride. The low center of gravity gives it solid and stable handling. To quote one owner: "My only wishes are that it was fifteen hundred pounds lighter and looked like a Lamborghini".
[edit] Controversy and lottery
It was expected that Ford, like other companies, would completely destroy almost all remaining stocks by crushing, as has been done by several other major vehicle manufacturers. This plan engendered considerable resistances from electric vehicle fans, with the adverse publicity prompting a change Ford's policy. This change of policy appears to have also influenced Toyota to not destroy all of its leased RAV-4 electrics. Also a persistent few of Ford's lease return resistors (some of whom were actually allowed to buy the vehicle under terms of their lease arrangements by the dealer's use of a non-specific lease form) were allowed to purchase their vehicles for one dollar. While most of the 1,500 vehicles produced have been destroyed, a number of Ranger EVs have been parted out for spares and the remaining several hundred units have been refurbished (using selected used and new old stock batteries) and other salvage components (both with lead-acid and NiMH batteries) by a third party company (Blue Sky Motors of Sacramento, California) and are being offered without warranty to former leaseholders (one per leaseholder) for purchase by lottery [1]. The official website domain expired on June 28, 2006, and has not yet been renewed, leaving the status of this program in the air. A thirty mile minimum initial range is promised, with a delivered cost with tax and license of close to seven thousand dollars.
Some former NiMH Ranger operators have expressed surprise that any vehicles are being released with NiMH due to the extremely high cost of replacement of cells and packs, while others have pointed out that some NiMH vehicles have run for over 125,000 miles on their original battery packs. It is not yet clear what would need to be changed within the vehicle to use other batteries such as PbA or NiCad. Neither is it known at this time what the response has been, nor what odds of winning are. These vehicles will be offered to the "winners" with an opportunity to inspect and test drive their designated vehicle, but there will be no opportunity to select an alternative to the one designated for that particular customer. Any vehicles not disposed of via the lottery will be placed on the market at "market price".
It appears that Ford did not save any significant portions of the vehicles destroyed, or is not providing these to the market, since Blue Sky Motors (the agent for disposition of the remaining lease returns) is offering vehicles without bed covers, spare tires, and probably other items. As this implies that there will likely be a lack of spare parts for these vehicles, some current "winners" are declining to purchase such incomplete vehicles. (An alternative source for reusable batteries is available, Battery MD, of Sacramento, California).
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The neutrality of this section is disputed. Please see the discussion on the talk page. |
Only 150 to 200 units are being released to this lottery of 1,500 produced (most of the others were destroyed by crushing). Critics of William Clay Ford Jr. have suggested that this is another example of Ford Motor Company greenwashing a situation for public relations purposes, rather than satisfying the massive needs of urban and suburban motorists through production of suitable vehicles similar to the second generation Th!nk City, which was touted but never introduced to the United States. It appears that the response of Ford in releasing any of the Rangers was due to protestations of EV activists, as was Ford's repatriation of the Th!nk vehicles. Ford's capitulation combined with subsequent activist pressures may have been effective in preventing Toyota from destroying all of the RAV-4 EVs that they had leased.
A documentary about the demise of the various electric vehicles entitled Who Killed the Electric Car? debuted in June 2006.
