The taxpayers have generously given up their milk money to government bully’s, and the kids with spilt milk now have something to dunk their cookie in. Automotive News headlines in June, read, Detroit 3 are Big 3 again. Where the Japanese automobile once reined supreme, the domestic has become a worthy adversary. Some consumers may choose to remember the compact jalopies of the 70s and 80s, such as the exploding Ford Pinto. However, for every quality, domestic compact put on the street today. An embarrassing memory is replaced by one with pride and renewed confidence.

Depending on your political leanings, location, and the car sitting in your driveway, the government bailouts were either a great success or tremendous failure. We’ve seen similar outcomes in battles between good vs. evil, Alien vs. the Predator, and Charlie Sheen vs. his “winning” attitude. We may not have a unanimous victor, but the players have emerged with a common interest. While domestics continue to fancy large vehicles, of which they gain an average of $10,000 more profit per sale. It is in their best interest to focus on their mini-me cousins as a central strategy to their survival.

The situation in Libya continues to create volatile crude oil prices, but from the vantage point of a 16-foot SUV rolling on 22-inch dubs, the problems of middle eastern countries doesn’t seem particularly momentous without the threat of $4/gallon gas. The US consumer’s memory is short, as recent sales of trucks suggests, but nothing changes their mind faster than an empty gas tank. Sales from larger vehicles may have tickled the economy during the first half of 2011, but the small, economy car will maintain profits through the upcoming roller coaster of gas prices.

Domestic manufacturers have listened to the consumer, bringing smaller, better, and more economical vehicles to the table. In 2000, one out of every eight vehicles sold was a compact. Today, these statistics have doubled, increasing their popularity to nearly 25 percent of profits. The playing field has been leveled for 2011, and consumer’s can find a 40 mpg alternative in just about any flavor (excluding Chrysler, although the Fiat 500 comes close).

Chrysler has come a long way since its 1970 Newport (6.3 liters, 4400 lbs, and 0-60 in less than a week). It has restructured their leadership program (Sergio Marchionne), improved product lines (Jeep Grand Cherokee, Dodge Durango, 300), and managed to win back enough consumer trust to gain third place in US sales for May, 2011. General Motors (GM) has an increased market share in both America and China, reducing its “Government Motors” nomenclature from its previous 61 percent in Federal ownership, to now less than 40 percent.

Ford has been praised by consumer reports for garnishing the same quality standards as Toyota. This has been dually noted by the $6.6 billion in earnings they posted in 2010. The most difficult challenge for Ford will be maintaining momentum as Japanese markets scramble to regain lost ground. Japanese automakers lost a whopping 7.3 points in US market shares in May.

Beyond Mother Nature’s unkind blow to Japan during the March 2011 earthquake, their eroding dominance is also due to a relaxed contentment to build the same vehicles that have wowed American audiences for a decade. The distance between class leaders and their challengers, in terms of quality, has been steadily declining. With such fresh faces as the Chevrolet Cruze and Ford C-max to compete with, the Toyota Camry may be like a freckle you’ve admired on your spouse’s tush for the past 20 years, but even a red hot ember needs a little agitation to maintain the same heat.

Research suggests the effects from the Massacre of 2008 is slowly recovering, while other opinions claim the effects could have been much worse. According to a study by the University Of Michigan, the damage to automotive reliant states have plunged income levels by as much as 8 percent in some counties. However, the Center for Automotive Research (CARS) suggests 3 million jobs have been spared thanks to government bailouts, accumulating to nearly $97 billion in personal income between 2009-2010.

The good news for many states, is they can expect an upswing in industrial positions over the next five years, adding 34,000 new jobs nationwide. In the negative front, the wages and benefits of these jobs will be reduced from pre-2008 standards, increasing the threat of worker loss, should the economy offer greater opportunity elsewhere. All in all, the auto industry is reminiscent of past mistakes, poised for change, privy to new technology, and ready to make one hell of a comeback in 2012!

In the mid 80′s, with rednecks and underpowered Mustangs and Camaro’s roaming the drag strips, the Acura name began to receive some well received attention for quality, but no respect for its performance. In those days, the Acura enthusiast living in mid-America would do their best Rodney Dangerfield, “I tell you folks, I get no respect, no respect at all—I roll into a Sears Automotive Service Center with a hole in the muffler, and they pull up in a Craftsman ride on lawn mower and tell me my car’s ready… badum-bum.”

Some twenty years later and in comes Matt Piercey’s Acura NSX-T to give a different take on the performance potential of the Acura with his modified NSX 3.2 liter 6-cylinder. Today, the NSX has the potential to stand up on the average blacktop, wrapped in nothing but Michelin PS2 street rubber, against a supercar such as the Porsche 911, Subaru Sti, and Skyline GTR—and those underpowered Mustangs and Camaro’s… Fagitaboutit!

In complete stock form, the 2002 NSX aluminum, 90-degree DOC, 3.2 liter has 290 hp @ 7100 and 224 lbs ft @ 5400, a 6 speed transmission, a 3100 lb curb weight, and can bang out a 0-60 in around 5.0 seconds. The 3.2 was the largest motor for that year and right out of the box included a (VVIS) Variable Volume Induction System, basically a second air intake plenum. The VVIS is located beneath the intake manifold and opens on demand between 4600 and 4900 rpm, creating a sonic pressure wave that boosts the relatively small displacement engines low-end torque and high-end horsepower.

Now we’re talking about turbo and high performance, so you know Matt couldn’t have left good enough alone. To let loose the potential of the NSX VTEC, he had two obvious choices… a supercharger or turbo. The supercharger presents a whole new attitude to the NSX; improved low end torque, superior launching power, 420+ horsepower, and quarter mile times in the mid 12s. Matt really wanted to take advantage of the NSXs rpm capability, so a high flow Comptech turbo was his weapon of choice. A tightly plumbed turbo can get you in high 11s on the track with 550+ horses at your disposal.

The car was built primarily as a light track car that would also serve as a reliable daily street driver and promote his dealership, Planet Acura, in Newport Beach, California. “When we bought the Acura store,” says Matt. “I saw the opportunity to buy one of my all-time dream cars.” Matt no sooner found the car on a lot in San Fransisco, and a Comptech turbo complete with “the works” was already on order. Matt followed up with full Comptech exhaust system (including headers and Spugen test pipes for track days).

The Spugen pipes offer a bit more performance at the expense of noise, but if you like a little music to go with your VTEC, you will no longer need the radio to get your groove on. To take advantage of those new pipes, Matt also installed a Cantrell air scoop, ARC induction box, RC flow tested fuel injectors, and the maestro, a Comptech “black box” to pull everything together and conduct the new orchestra.

The Cantrell inside fender air scoop provided the perfect companion for the wide mouthed ARC induction box. While ARC boxes are known to alter MAF readings, if you’re planning an extensive build, it can be a potent combination. Of course, you won’t be going anywhere fast if you don’t also improve a few parts of the drivetrain and Matt chose an Exedy (225mm) Hyper Single Clutch to facilitate quicker shifts with less heat, wear, and tear. To get power to the blacktop, Matt adopted a front pair of 18 inch Volk LE-37 wheels and rear LE-37 19s.

The NSX is known for its tight sport suspension, but there is always room for improvement. Eibach Sportline springs, Comptech adjustable anti-roll bars, and an NSX-R chassis brace wedged into the engine bay was all that was needed to give stability. The Eiback Sportlines dropped the NSX over an inch and provided a substantial increase in corner firmness, while the Comptech high-grade 6150 steel anti-roll bars helped keep both wheel planted during high speed maneuvering.

Matt didn’t just want a performance sleeper. He upgraded the exterior as well, using a few down home touches, such as a Seibon hood, Dream Sports “R” Wing, and a fresh coast of OEM Spec Silverstone Metallic. The engine bay received its share of due respect with the addition of a Dali Racing coolant tank, fuse cover, Bolind oil cap, and the three most obvious and outstanding features of the NSX’s engine bay… the Comptech strut brace, aluminum cross brace, and engine cover.

The interior, while already stylish in stock form, now has a 2” lower drivers seat, Simpson five point belt, and Comptech harness bar. To keep an eye on things, Matt installed a black face Defi 60mm boost gauge, link meter, and control Unit II. Up to 7 gauges can be used with the Control Unit II via the patented Defi-Link System that runs off a single “daisy chain” wiring system. A sunvisor built-in V1 radar detector and Honda Homelink garage door opener finish off the custom conveniences along with a JDM navigation pod and Eclipse DVD/Navi head unit. To ensure a hearing aid would be in his future, Matt also installed Pioneer 6 ½” PRS speakers backed by Phoenix Gold Amps.

So, what other cars does Matt currently have to tickle his performance itch? A 2006 BMW 530 Xi wagon, 1991 240 SX track car, and about 2,000 Honda and Acura’s (at his dealership). “Come buy some, please!” pleads Matt.

Got anymore NSXs Matt?—cha-ching, bada-bing!

(Story originally written for Turbo & High-Tech Performance)

A Hennessey VelociRaptor APV that you could drop a grenade under and still make it home for dinner in one piece.

Hennessey has released some details of its fully armored F-150 SuperCrew “War Wagon” that will be available in 2012. While not quit as tweaked as the VelociRaptor 600 with 622 horsepower, the supercharged 6.2-liter V-8 of the APV does get a tuner upgrade worthy of 575 horsepower. Combine that with its 6 to 8 seat configuration, satellite television, and high speed Internet access, and road rage never looked so appropriately delicious!

(Photo via Hennessey Performance Vehicles)

How is a great idea born? Certainly not from the blood boiled, cholesterol stuffed human products of child therapy, voice placement lessons, and intensive yoga retreats. Cell phone microphones glued to their ear and a Big Mac wrapper stuck to their heels. If you do not recognize the visual signs of these types then perhaps is would be easier to follow the sounds of griping, groaning, and complaining these individuals tend to make during a typical day. I must make it rather clear here that word Complaining is not meant to be confused with the word complaint, as complaints are notably at the forefront of many a great idea. Take Ferruccio Lamborghini’s life’s accomplishments for example.

In 1945, Ferruccio Lamborghini was a middle-class Italian farmer who built several tractors in his garage out of leftover army surplus from the residuals of World War II. The gospel soon spread throughout the near-by towns of the powerful, high quality tractors he was producing. The orders for his tractors sky-rocketed, leaving no choice but to expand his production space again and again until he became one of the wealthiest men in Italy.

Ferruccio’s newfound wealth eventually sparked a taste for high dollar, high-performance, highly sought after vehicles. In time, Ferruccio gathered a rather impressive collection of GT automobiles. Mercedes SL300, Jaguar, and Ferrari were among his most notable. During an inquisition to the Ferrari manufacturing plant in Modena to confront Enzo Ferrari himself about an issue he had noticed with the Ferrari’s clutch. Ferruccio was appalled when Enzo Refused consideration to any of his advice, and basically told him to get bent along side a stallion rhinoceros bull during the height of mating season, in so many words.

Some of you Yupsters may be speculating Ferruccio ran home to his mommy, called an emergency session with his psychiatrist, and then filed suit for heinous disturbance to his already battered inner child. Hell no, he built his own damn GT… the infamous Lamborghini GT. This was not out of spite however. This moment simply opened his eyes to the need for a higher quality, high performance vehicle in the market. Becoming a rather painful burr in the side of Mr. Ferrari as his fame and Lamborghini line flourished… priceless. Speaking of burrs…

In 1948, during a rustic hike into a mountainside, two men on opposite sides of the globe with accompanied canine companions with coordination issues fell victim to a vicious patch of burrs. These men were known as John W. Leech Jr. and George de Mestral. When John returned home from his hike, he spent three hours combing the burrs out of his dog; then another four hours complaining to his wife, three children, neighbor, milkman, and seamstress.

Unfortunately for Georges’ unlucky Fido, he was walked long and put away thorny, so to speak. George had other things on his mind on that particular day when he returned home; notably the difficulty in removing the stubborn invading burrs that Fido had passed onto his pants. Curiosity overtook him as he began to inspect this phenomenon under a microscope. He found tiny hooks on the burrs enabling them to cling to the tiny loops in the fabric of his pants. Describing this phenomenon as a combination of the two words velour and crochet, he called it Velcro.

Multi-millions of dollars later for George and three bypass surgeries later for John, Fido got in the mix and patented the Burr-Eliminating Lycra doggy body suit. This fabric would later be reformulated into sexy disco attire for drunken college students. Okay, so the last two sentences may be stretching the truth a bit.

In time, every moment must at some point come full circle, and with this article we have gone from exotic cars to sticky fabrics, which leaves us no other choice than to continue back around to the Post-It-Note. Why the Post-It-Note you might ask? Because it represents the first stage of most any life-changing idea… failure! It was Dr. Spensor Silva who was the originator of the notes glue formula; its failed formula I should say. Designed to paste together items such as Aunt Mildred’s dismembered Rudolph to her favorite ceramic fruit cake plate; the glue fell flat. I should rather say that the trial items they glued fell flat… flat on the floor!

One of Spensor’s colleagues, Art Fry, noticed that as the items fell apart, they remained tacky, and could be momentarily stuck back together time and again. This mishap gave Fry a revelation. What if the glue was used on something light, such as a piece of paper? He sampled some glue onto a piece of paper… and presto; a reusable, non-slip bookmark that later developed into the most popular method used today for leaving notes in the office and laboratory.

When life hands you bull crap… You take the bull by the horn, and make sirloin!

What was the defining moment that first began our love of motion? During the fleeing of a blood thirsty Tyrannosaurus Rex or the flirtatious cave-mating skip turned all out sprint to escape the advances of an ugly caveman. Perhaps it begins during our friendly competition for life as a tiny sperm with an organic 289 cubic inch short block, hemi four-speed running on high sugar octane fuel. To be sure, the first automobile race held in Chicago in 1895 was a big factor in the fast and furious mentality that we see today.

In 1885, “fast and furious” was considered to be just over 7 mph; something most kids can achieve today on a souped up go-cart or runaway tricycle! Today, the Barabus TKR is challenging the Bugatti Veyron as the fastest car with its impressive 1005 horsepower twin-turbocharged 6.0 liter V-8. These numbers supposedly can propel the TKR to 60 mph in just under 1.7 seconds and hit a top speed of 270—nearly 20 over the Veyron. But whichever automobile you want to claim as the fastest, we are talking an impressive increase of over 250 mph in a production car over the past 100 years. This brings tingles to the spine just thinking about what the next 100 years could produce.

I’m already setting up my contacts for Gerital and Viagra (okay, so the Viagra is to pass the time more enjoyably) in hopes of living the extra years to plant my withered rear-end in whatever we come up with. But, whoa there my future leather skinned space cowboy, you better hold your automatronic, biologically engineered horses for a minute. With an average yearly cost of $9,000 for your typical $12,000 shoebox econo-wagon according to AAA studies, what will it be in the year 2107 for a world-class super car? Designers are saying that lean, fast and flexible are going to be the automobile of the future. So if flexible is referring to how far we’ll be flexing the mighty dollar rather than flexing disposable door skins, I might not have to develop the cure for baldness just to test drive one after all.

Interestingly, in our future, we might just see the re-emergence of “stick” steering according to recent photos of the Mercedes SCL600. This is not a first for this design. Back in 1905 the Autocar came complete with a “tiller” steering mechanism. Much like steering a fishing boat, the driver would maneuver the tiller stick from side to side in order to steer the vehicle. The new Mercedes is thus much far advanced to this primitive engineering but still offers the same lack-luster video game approach to driving that will bury the dreams of us high school drag racers who still reminisce of one hand on a leather wrapped Ricaro racing wheel and the other on a pistol grip shifter. For 2107 it will be one hand on the joystick and the other up the nose. But I am sure that I am simply showing signs of minor hostility and disappointment to the later generations that have learned to do almost everything with their fingers and two imposable thumbs!

I may be lazy, but I still want to drive my car using my whole body; my feet, legs, arms, hands and brain. But thanks to technology, motion will soon become a calculated and statistical response rather than a purposeful and cognitive one. We are talking automated parking, lane change warning systems and self applied braking systems that can detect when traffic slows. It won’t be too long before we can’t even scratch our own rear-ends without a robot beating us to it. At least we still have roller coasters and there is not much that can be taken away from us there. For those who have ever complained of their eminent danger, might I offer the praise from a friend of a shell shocked veteran who tells the story of a veteran who hadn’t spoken a word for six years. He accompanied his friend on the Coney Island Cyclone and upon exiting, staggered off into restroom mumbling “I feel sick.” Not to mention that if you are ever short on Christmas gifts, the underside of such roller coasters makes a dandy spot to find wallets, change, brassieres, glass eyes, false teeth and even fake arms and legs.

The two fastest roller coasters in America run at about 80 mph and both reach for the heavens at 250 ft into the sky. These are the Steel Force in Dorney Park and the Desperado at the Buffalo Hills Resort in Las Vegas, Nevada. The Desperado is said to tug at its riders guts with about four Gs. Keep in mind that many fighter pilots can experience a gray-out at about six Gs. This is enough force to transform the average riders hot dog, cotton candy and soda pop content into airborne projectiles within the first few seconds of descent. It is not necessarily the amount of Gs that makes the ride, but the rise and fall of g-force. Just ask any NASA trainee that has experienced the weightless zero g-force feeling on-board the U.S. “Vomit comet”, or as NASA understandably prefers, the Weightless Wonder. Some people like the feel of altering motion of roller coasters, others prefer the steady pull, while the rest of us find the most pleasure in watching the grimace faced coaster patrons waddle out in a desperate search for the nearest bathroom facilities.

Humans have been obsessed with motion for so long now, that most of us can’t even sit still without tousling an ankle or twitching a finger. We have been pumping our kids with so much Ritalin while at the same time taking them monster truck rallies, jet car races and every Fast and Furious movie from A to Z. Has anyone stopped to think that people are adapting just as fast and furious as the rest of our ingenious creations of technology. In effect, the whole world is moving and developing quicker than it ever has. Our kids are reaching sexual maturity quicker, technology is advancing faster than human cognition and male channel surfing has become an anomaly for even still-time photography to keep up with. To all this, I say stop for a brief second; look around you. Is it you that is passing before the world or the world passing before you?

Life is not a race and the finish line is not always for the winner. Beginnings are frightening, endings are sad; it is what our life with substance is in between these moments, which grace our spirits with happiness of reflection. The next revelation of motion for human advancement will not be how much faster we can sail through time and space, but at what point is the motion we enjoy simply a means to an end rather than the beginning of an adventure? At what point can we saturate the speed of motion with quality of life and see that it is in fact the exhilaration of change that is what truly “moves” us? So go ahead and slip into that new Mustang Shelby 500. You only live once (according to some beliefs) and what better way to pass the time than moving at speeds faster than the earth itself can evolve!



What do you get when you cross a tiny British roadster with a Ford 427 cubic-inch big block? You get a Gorilla in a boxing ring that refuses to get out until at least somebody takes a beating. The 2009 Shelby S/C Cobra is brutal, aggressive, unforgiving, and uncompromising. There are not many vehicles that could stand up to a Cobra in its top form. With approximately 535 horsepower (750 with a supercharger) waiting on tap behind a mere 1,116 kilos (2,460 pounds) of steel, fiberglass and/or aluminum, the S/C is really nothing more than a glorified adult go-kart.

I have personally watched S/C Cobra’s take down Ford GTs, Dodge Vipers, Turbo Porsches, and quite an array of other supercars twice its price. The old saying goes, you get what you pay for, and with the 2009 S/C Cobra, $50,000 US goes a long way. There’s no traction or stability control, tire pressure monitor, cupholders, computer adjustable struts, air conditioning, side windows or hardtop for that matter. If you get hot in a Cobra, you go faster. If you lose traction, you’re not driving it right. If you’re wondering if that left front tire seems a bit low, you better get out and check it. If you need a cupholder, well, then bring a friend along for the ride. It’s just that simple.

The 2009 Shelby S/C is one heck of a deal for those who want to experience all the explosive raw power of a traditional supercar, but with none of the frills that tend to weigh down the traditional price tag. The life of a CSX 1000/4000 begins at the Shelby plant where they assemble the body and chassis (suspension, brakes, differential, electronics, etc.), leaving the engine as a separate component for the customer to fill in later. This way of doing business releases Shelby from the responsibility of crash testing their vehicles, but as importantly it allows the customer a lot of say in the build process.

There are only 100 S/C Cobras assembled each year. They come as either a CSX 1000/4000 (427 big-block) or CSX 7000/8000 (assembled in preparation for a 289 small block). Now the 289 maybe quick, but the 427 is an absolute monster. A well-built 427 Cobra can get into such numbers as 0-60 (96.6 km/h) in 3.6 to 3.8 seconds, and the quarter mile in just 11-something seconds (depending on the tires and driver).

The seats of the Cobra are a standard bucket vinyl (leather optional), and while not the most comfortable they get the job done. The interior dash layout is nothing spectacular either (speedometer, gas, rpm, etc.), but if you’re driving a Cobra the way it was meant to be driven, you won’t find yourself admiring the inside near as much as watching the blur of the world go by on the outside. A 427 big block is not a subtle engine as you can imagine, and it made quite a bold statement everywhere I went. There is really no need for a stereo or voice navigation system, as the chances of hearing either of these would be slim to none.

Even among the overabundance of fame and glitter on the streets of Las Vegas where I tested my 427 S/C, it made itself an attraction everywhere I went. Off the strip and onto the open Nevada highway, the Cobra was exhilarating to drive to say the least. Just a slight twitch of the right foot sent the Cobra on an all-out rampage down the blacktop. The open air experience was wonderful at inner city speeds, too. On the highway, the wind whiplash darn near took my head off, but that’s all part of the experience of driving an original Cobra. They weren’t exactly built with aerodynamics in mind. The windshield offers just enough protection to keep the bugs out of your teeth, but when it comes to throwing around its light and nimble frame, the weight savings are worth the inconvenience.

When making the decision to purchase a Cobra, you will also have the option of going with any number of reproductions available. The Cobra body style is one of the most imitated in history, but if imitation is a form of flattery, the S/C is practically the Elvis of production vehicles. While purchasing an imitation may be fine for some folks, others will want nothing to do with anything but an original. The 2009 Cobra is still made in much the same way as back in 1962. The curvaceous roadster body style comes standard in hand-laid fiberglass, but true Shelby aficionados will prefer the hand-formed aluminum body, which is imported from either England or Poland. It is then shipped over to Las Vegas for final assembly and inspection.

At Shelby, the body is sanded, painted, and placed on its 4-inch diameter (3-inch for 289 engine) tube steel frame. The suspension (dual A-arm, independent four-wheel, coil-over shocks) and steering are bolted into place along with the brakes (11” dual piston Baer), differential (Dana 44 gears, 3.54 standard ratio), bumpers, fuel tank (87 litre standard, 159 litre optional), seats, carpeting, electronics, 15-inch standard wheels, exhaust (dual headers, side pipes), and the all-important “427 Ford Cobra” emblems.

Once the 427 is dropped between the fenders, all that is left to do is initiate yourself with the traditional forehead sunburn that comes from a two-hour test-drive, which inevitably will turn into an all day driving marathon. In my book, there is nothing quite like the driving experience that a 427 S/C Cobra can offer. Sure, an original 1966 AC Cobra might be the cat’s meow, but when they are going for over $1.2 million US a pop, the purr of a 2009 S/C is the perfect combination of originality and affordability.

The car I drove was a fiberglass-bodied 427 (non-supercharged) CSX 4000, priced at $119,999 US (the equivalent of $132,661 CAD at the time of writing), engine and transmission installed. The base S/C “Roller” with the fiberglass body and no engine or transmission is $49,995 ($55,260 CAD), while the aluminum body is $114,995 ($127,115 CAD), also without engine and transmission. I can’t really give estimates of the engine and transmission combos since these are completely up to the customer, although Shelby has said they can certainly help steer customers in the right direction, they really don’t get too involved in the project once it “rolls” our of their parking lot. Still, if you’ve got a spare small block in your garage, less than $50k is reasonable money for the car of your dreams.

Who says that average, hard-working, middle class folk can’t own a supercar? Certainly not Carroll Shelby…

(Photo via Shelby)

Electric vehicles are a hot topic right now, but the problem is there really isn’t much to choose from other than a handful of hybrids and NEVs (neighborhood electric vehicles). But did you know that for the price of a new, bottom of the barrel, no thrills or frills subcompact car, you could turn just about any vehicle into an EV?

We had the opportunity to speak with Seth Leitman, consulting editor of the Green Guru Guides, founder of Green Living Guy, and author of Build Your Own Electric Vehicle, and asked him exactly how someone with minimal armchair mechanical knowledge, ability, and tools could fabricate their own EV. We think you’ll be happily surprised by some of his answers…

Eric Leech: Seth, could you tell us a bit about your background?

Seth Leitman: “It all really started with my Masters Degree in Comparative International Development at the Rockefeller College of Public Affairs and Policy (Part of SUNY Albany). My focus was international lending practices through the IMF and how it affected energy/environmental projects funded by the World Bank. This degree made understand that there was a need to change how those institutions coordinate efforts to develop innovative energy efficiency programs and projects.

Afterward, I worked in the NYS Senate for a year and then worked for the New York State Energy Research and Development Authority (NYSERDA). There, I worked on green buildings (when everyone use to joke and ask, Hey is that the paint on the wall?). I also managed the Clean Fuel Bus Program for NY that funded over $100 million for alternative fueled vehicle buses. It was then that I began to appreciate electric drive with the Lockheed Martin hybrid electric drive trains that went into the buses in Manhattan. I really thought it was cool that off all the other alt fuels, by using hybrid buses were basically cleaner than any other alternative fueled bus.

Once my wife and I were having our first child, we moved to Westchester and I worked for the New York Power Authority (NYPA) which basically powers New York Subways, Metro North and Long Island Railroad trains which are all electric. While at NYPA, we teamed with many partners to create the NYPA/TH!NK Clean Commute Program TM which leased 100 electric vehicles in the NY Metro area; right after 9/11. I told someone recently that 9/11 gave me a real understanding to reduce our reliance on oil. I was so excited when the program was covered by USA Today, Associated Press, Reuters, New York Times, CNN, Good Morning America, the Today Show, and others. Today, this is still the largest electric vehicle station car program worldwide.

EL: What made you decide to write this book? What was the greatest driving force in the decision?

SL: Well, it was my editor, Just Bass. You see, I was asked to re-write this second edition of the book. The first edition was published by McGraw-Hill in 1993. Since then there have been changes to the technology available for conversions. There has also been some history for electric cars (as in the movie Who Killed The Electric Car?). I said yes after she first emailed me to ask.

EL: Could you give our readers a run down of exactly how an electric car is built from scratch?

SL: If I could be straightforward here, I am not a mechanic and never claimed to be. There is a source directory in the back of people that can help the billions of people like me that have a problem charging their own dead battery. So even though I have ridden many electric cars and used charging stations to charge them, I do have a problem with dead car batteries.

Seriously, what I have learned from this experience is that you take the engine out of the car and keep the transmission. Some of the conversion guys I know like the idea to connect the motor and adapter plate to the transmission. Someone recently noted to me though that the Tesla electric car doesn’t even have a transmission/gear related system. However, I personally can conceptualize the motor to the transmission.

Anyway, you add a charger, electric motor, controller (controls speed and range) and batteries. Of course, there are gears, switches, pentometers (like a throttle), converters and other things that make an electric car work… For me, that is when I call the mechanic.

EL: Are there any cars in particular that make a good base model from which to start from?

SL: Volkswagen Bug, Ford Ranger, Honda Civic are really great. Also, there is a Nissan conversion in the book that is really cool too.

EL: How long would it take the typical armchair mechanic to accomplish such a task?

SL: About 120 hours or some people have done it in two weeks.

EL: About how much would it cost to build a basic model?

SL: If you have an old car ($3,000), parts ($6,500) and batteries ($3,000), plus labor ($3,000). $15,000 – $18,000. That can get you about 80-100 miles.

EL: Are there any parts that would be particularly difficult to come across?

SL:Great question, I want to show you both sides to these two hurdles.”

1) Controllers
Controllers are hard due to the 2000 amp controller from Zilla was recently put on hold till about February – March. Also, the AC propulsion controllers are the best out there but more expensive than Zilla or other brands.

However, there are controllers that are easier to get that would work just as fine and are readily available. The issue with 2000 amp controllers is you get speed and hard torque. 650 amp ones get you a 60 – 65 mile per hour top speed (maybe at that). However, most commutes don’t need more than that, right?

Picture of the electric motor controller and charger placed in the back of a Porsche 911. Components for the Porsche thanks to Paul Liddle at EV Porsche.

Look, I know that speed is important to the American essence of a car 0-60 in nothing. I get it. To get to 65 mph will be quicker with electric cars due to only a controller and motor working with batteries to push that car. Yet people want 100 miles per hour and speed and range. At this time, it comes with a price, but it shouldn’t have to with our economy and the need for electric cars.

2) Batteries
That is the biggest one out there. You see to get 300 miles you need lithium iron phosphate or lithium iron for between $20-$40k (depending on the vendor and specs). On the other side, that price is down. In addition, there are companies that have lead acid and generate the range of the nickel based technology (120-150 miles). Furthermore, there is technology that can get us 600 miles on a charge. Those batteries are not out there but could come one day if need.

Right now though we can get good electric cars on the road with good lead acid batteries until the price for better batteries comes down. There are good signs that cost is coming down. Just look at power electronics (cell phones, power tools). They have advanced technologies that can soon be in cars!!

EL: What kinds of experience and tools would someone need to accomplish this build?

SL: The person who is a car tinkerer, do-It-yourself type or mechanic should do it. Also, the person that just wants to take a car and make it electric also has a tool: the will.

EL: If one of readers was interested in this project, what kinds of things would you recommend they do in order to get started?

SL:Read the source directory in the back after they are done reading the book. There are conversion companies, specialists, parts, Electric Auto Association clubs, other organizations and things to learn about electric cars. That will give you the greatest tools to build an electric vehicle.

EL: Do you have any similar subject books or seminars on the horizon that you could tell us about?

SL: Based on the current success of the book, I am now a consulting editor to McGraw-Hill on a line of books called the Green Guru Guides. They are also Do-It-Yourself cool, easy style books to Green yourself and your home. In the first round of books, I am also writing a book called Build Your Own Plug-in Hybrid Electric Vehicle to be released in 2009.

EL: Just out of curiosity, did you notice an up sweep in book sales as the price of gas was rising earlier in the year?

SL: Some would think that. Since oil is such a volatile commodity, we see constant sales of the book. Coming back full circle, we now see the lowest oil prices today and we saw the highest oil prices in July-August. Now, we have oil production cuts being implemented by OPEC. Plus, they now have a Memorandum of Understanding (MOU) from Russia to join in on the cuts. The big three factors always regarding electric cars that could possibly help the Big Three (I hope) get out of this mess:

1) The Environment and Climate Change
We all know about how that is a constant.

2) Energy Costs
Electric cars cost pennies to charge. Also, for hopefully another opportunity to talk about electric cars with you is Vehicle-to-Grid (V2G). This is when the batteries (energy storage) of your car become a reverse meter on your energy costs; when you charge it at the train, bus stations or work during the day.

Those times when you are plugged in, the utilities take energy from your car at 15 minute intervals; then they recharge the car again. Now you get a credit on your energy bill and pay hopefully next to nothing for power. What an amazing cut in energy costs for everyone!

3) Economic Issues Facing us Today
Car company bailouts should inevitably be directed (and I believe can) toward every car being electric drive of some sort of another. While I am an EV purist and will always be, this move would give an immediate boost for green jobs, real jobs. This could only help our discussion for automotive jobs, green jobs and the entire industry.

(Featured on Treehugger.com)