Welcome to the White Zombie History page. From it's humble beginning back in 1994 to today's low 10 second car, everything it took to make Plasma Boy's White Zombie the world's quickest street legal electric car, is chronicalled here. You can also view classic videos of White Zombie (and other Plasma Boy EVs) by clicking on the 'Videos' button. The latest and most popular videos of this high powered electric car taking out muscle cars and hot import drag racers, can be viewed on 'Youtube' by searching 'electric drag racing'. For the visual details of the various improvements we've done along the way, click on the 'Photos' button and navigate to 'Plasma Boy's various Electric Vehicles, then the sub album 'White Zombie'.

You can email Plasma Boy here:
jw@plasmaboyracing.com

  • 12 volt system:

    To offset the weight gained with the larger and heavier Kostov motor, removed the 45 lb. Optima Yellow Top 12V system battery and installed a light weight protoype 'baby Optima' 15 ahr battery to power 12V system External charging required.

  • Other Mods:

    (1) 1/2" thick flat plate steel traction bars added for wheel hop control and to raise rear suspension so wide slicks would clear fender arch lips.

    (2) Added special longer lug bolts and 1/2 inch wheel spacers to push rear wheels out further to make room for a tire change from the 7" wide low profile Pirelli P7s to 9" wide, 13" diameter drag slicks.

    (3) Second aluminum battery tray added in trunk to hold extra 5 batteries.

  • Car weight:

    2360 lbs. (weighed on scales)

  • Races and EVents

    6-7-1997 'REV97' Canadian EV show...White Zombie performs burnouts and is on display.

    7-1997 Enviro type newspaper 'Auto-free Times' uses White Zombie to scoff at burning rubber!

    8-30-1997 1st Woodburn Drags 'Optima Drags'...best ET of 19.194 @ 62.96 mph

  • Carnage:

    (1) Pot box misadjusted (above 5k) & shut controller down five times during 1st run

    2) Last minute home-made traction bars bent under torque & allowed rear suspenison to droop, causing wide drag slicks to rub against the rear fender arches for blistered paint and unique breaking effect!

    (3) Three bad batteries caused deep pack sag, even under light loads.

    (4) Had loaned Godzilla controller to a school racing team prior to Woodburn, they turned down the battery current limit to just 500 amps...I ran the only 2 runs at 1/3 power not realizing the controller was not at full power :-(

  • Plasmaboy Quote:

    Optima Woodburn Drags..."At the first NEDRA drags in Woodburn, as those who were there will attest, the Zombie fell on its face pretty bad and performed well below everyone's expectations, especially mine! To say I was frustrated, is an understatement! Yeah, it managed to squeeze out a low 19 second run, smoked the 9" drag slicks pretty good, and somehow made it to the end of the quarter mile just twice, but the Zombie wasn't even close to being the car it was that Friday night in Phoenix two years ago, where it ripped off a 17 flat with a smaller motor and only 180 volts. With that big 11" Kostov, a Godzilla controller, and 240 volts of Optimas, we were all looking to see low 15s or even high 14s, but alas, it seems that everything that could have gone wrong....went wrong at Woodburn."

    ---------------------------------------- 1998 EARLY VERSION ----------------------------------------

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  • Motor:

    11 inch race-modified Kostov (178 lbs.)

  • Drive type:

    Datsun 5 speed. Replaced Nissan Comp. pressure plate with an extreme duty 'Clutchnet' full race pressure plate. Retained three puck solid copper disc.

  • Driveshaft:

    Custom made heavy duty type drive line with stronger universal joints.

  • Rear axle:

    Heavy duty Nissan from '67 Datsun SSS 411 sedan, chopped and narrowed, 4:88 gear set from a '66 Datsun pickup.

  • Wheels & tires:

    Front - 13 x 5.5 classic American Racing 4 spoke with 175/50/13 Pirelli P7.

    Rear - 13 x 7 classic American Racing 4 spokes with 9" wide 'Hoosier' drag slicks. 1/2 inch spacers so slicks would clear the leaf springs.

  • Batteries:

    (left) Battery pack change to lighter, much higher voltage system. Removed the 780 lbs. of Optima Red Top SLI batteries @ 180V and replaced them with 28 small 13.5 lb. 12 volt Hawker Genesis 16ahr @ 336V nominal, 378 lbs. total pack weight. The batteries and connectors layout drawing (right) is from 2-15-98 for the planned new rear seat area 336V pack of small Hawkers:

    (left) The compact little 'brick sized' Hawkers can belt out 750 amps from a 13.5 lb. package, stack neatly next to one another, and are easily connected with short copper bus bars. (right) An aluminum enclosure was designed and built to hold all 28 of the powerful little batteries. Rectangular cut-outs at the top of the rear wall are where the doubled runs of 1/0 positive and negative cables route through:

    After the pack was installed, new exterior signage was in order and includes Hawker sticker, an unoffical license plate warning of the electrical potential inside, and the ultimate message for slow gas cars trying to keep up at the top of the rear window!

  • Controller:

    Godzilla 1200 amp programable controller

  • 12 volt system:

    Baby Optima YT, no DC-DC - external charging required.

  • Other Mods:

    To facilitate 'dump charging' via a large external battery pack (17 Optima Yellow Tops @ 204V), an extra Bubba contactor was installed inside the new 336V rear seat pack of 28 small Hawker Genesis batteries. The contactor was mounted between two strings of 14 batteries for 168V on each side of the contactor. The top portion of the photo below shows it stuffed between the numerous small Hawkers:

    With the keyswitch 'on' this second contactor would be closed to complete the series wiring of all 28 batteries to give 336V. When the keyswitch was off, the contactor would open, leaving two 168V strings of Hawkers.

    (photo above) If the car's 'gas filler door' was open and the keyswitch was 'off', a microswitch would trip and power-on two 'charging contactors' (system located just behind the rear seat bulkhead in the trunk) that would parallel the two 168V strings of Hawkers to give a single 168V pack to receive the charge. High current (250 amps inrush, down to ~ 125 amps continuous) dump charge juice was routed from the 175 amp Anderson connector in the filler area through 4 gauge wires to the charging contactors, and an 80% bulk charge was completed in 3-4 minutes after a 1/4 mile run! This was the earliest version and those 12 gauge green wires got pretty hot during the first phase of charging..note the mulitple funky crimp-on butt splice connectors added after all four in-line safety fuses blew during a heavy charge between 1/4 mile runs. All external charging juice passed through the 500 amp 50 mv shunt (in-line with the 4 gauge negative charge lead) and on to a newly installed dash-mounted Emeter battery computer.

  • Car weight:

    1870 lbs. (est.)

  • Races and EVents

    3-7-1998 APS Races 'Saturday Night Electric Desert Drags'... Ran a 16.16 against Marvin Rush's stock GM EV1. (footage at 'Videos' page). Best ET of the night at 15.77

    5-7-1998 'EV Awareness Day'...White Zombie at OEVA's Portland electric car show.

  • Carnage:

    (1) 'Famous 'Plasma Boy' incident days before the races. Accidentally dropped the positive-most brass conducting bar onto the battery pack, created a high current short circuit resulting in a plasma incident that melted-down a good portion of the brand new 336V pack of 28 Hawker Genesis batteries...kids, don't try this at home:

    (2) At the races...broke right axle on launch.

    (3) At the races...twisted left axle.

    (4) At the races...broke ring gear teeth.

  • Plasmaboy Quotes:

    (1) 'Saturday Night Electric Desert Drags' ..."The big 11" Kostov is awesome in the White Zombie, as it is being hit hard with many amps and many volts. In this application, so far, it seems to be THE motor. At race-type higher voltages in excess of 240 volts, those interpoles are wonderful, too."

    (2) 'Saturday Night Electric Desert Drags'..."I was pretty pleased to have run 15.77 at a pinch over 80 mph, considering I snapped the axle, went sideways, completely let off the throttle, then punched it again only to have the tires (excuse me, the tire) spinning in fourth!"

    ---------------------------------------- 1998 LATE VERSION ----------------------------------------

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  • Motor:

    11 inch race-modified Kostov (178 lbs.)

  • Drive type:

    Extreme duty 'Clutchnet' full race clutch featuring a three puck solid copper disc and extreme duty pressure plate.

  • Driveshaft:

    Removed and replaced previous heavy duty drive line with an all new small diameter thick-walled tubing type driveline for side clearance within the tunnel due to the offset pinion of the new Ford 9 inch rear end assembly.

  • Rear axle:

    Replaced Datsun rear axle assembly with a chopped & narrowed '57 Ford nine inch axle setup out of a V8 Chevy LUV minitruck. Ford 9 inch differential fitted with 3:25 gears and welded spider gears. The two pictures below show how the axle housing is asymetrical, with the left side being longer than the right. This placed the differential more towards the passenger side. The pinion input of the big Ford diff. is offset to the right as well, so the driveline was very close to scraping the passenger side wall of the driveshaft tunnel.

  • Wheels & tires:

    Front - Retained the 13 x 5.5 American Racing 4 spoke with 175/50/13 Pirelli P7 tires.

    Rear - The new rear axle setup with its Ford 5 bolt pattern required a wheel change. In an attempt to stay with the 'American Racing' theme, we selected 14 x 7 chrome American Racing 5 spoke 'Coke bottle' rims. Due to now having 14's in back instead of 13s, a tire change was also in order. Sticky Mickey Thompson junior dragster sized baby wrinkle wall drag slicks (20" dia.) were mounted up, but the wheel-tire combo didn't fit too elegantly in the back of White Zombie. The new rims were the wrong offset, they stuck out too far from the fender wells, and they were chromed steel and didn't match the front wheels with their rough-cast aluminum spokes, so the cool look of the matched set of 4 spoke 'Libre' American Racing aluminum alloy wheels with the unusually wide 7 inchers tucking up under the rear fender lips (fronts were a narrower 5.5 inches), a look that the car had sported since '94, was gone. The new rear wheels and tires looked tacky, but they got the job done.

  • Batteries:

    28, 12 volt Hawker Genesis 16ahr @ 336V nominal, 378 lbs. total pack weight.

  • Controller:

    Godzilla 1200 amp programable controller

  • 12 volt system:

    Baby Optima YT, no DC-DC - external charging required.

  • Other Mods:

    (1) Air shocks added.

    (2) Flat steel traction bars removed, new yellow colored square tube traction bars added.

  • Car weight:

    2080 lbs. (est.)

  • Races and EVents

    8-29-1998 'Woodburn Unplugged'... Plasma Boy and White Zombie go through tech inspection:

    1st run, a badly slipping clutch gave a very slow start but the car picked up up speed rapidly and still ran 15.586 @ 84.58 mph. 2nd run, after adjusting the clutch, it grabbed, so did the wrinkle walls...broke tranny on launch...non-completed run.

  • Carnage:

    (1) Burnt pressure plate, massive slipping off line and during shifts.

    (2) Broke tranny with a sheared-off output shaft!

  • Plasmaboy Quotes:

    (1) Pre-Woodburn..."I have a history of breaking stuff and not doing as well in my ETs as I and many others have hoped for. When you get to this power level, off-line traction is SSOOO important! I've finally taken steps to cure this situation...this weekend Mark Mongillo and I are pulling the entire Datsun rear setup out and will be replacing it with a narrowed V8 Ford 8 inch setup, complete with near ideal 3.25 gears...new 8 x 14 x 20.3 wrinkle wall slicks."

    (2) Post-Woodburn..."The Zombie first toasts its clutch and looses badly to Rod Wilde, and second, as the readjusted clutch bites the wrinkle walls bite, the 9 inch Ford rear end digs in, and the Kostov has its way with the tranny!"

    3) Post-Woodburn..."White Zombie is getting an automatic...Since the 336v Godzilla/Kostov combo (500 ft. lbs. of torque) snapped off the transmission output shaft in the Zombie...wait until the Powerglide is installed for a ride..."

    ---------------------------------------- 1999 EARLY VERSION ----------------------------------------

    back to the top

  • Motor:

    11 inch race-modified Kostov (178 lbs.)

  • Drive type:

    Datsun 5 speed, flywheel, and clutch removed. Automatic tranny version idea scrapped in favor of a transmissionless, direct drive setup. Reconfigured system has motor's output shaft fitted with a flanged adapter that mates to a new driveline that feeds directly to the rear end. No reverse.

  • Driveshaft:

    Removed and replaced custom single driveline with new two piece driveline with /center carrier bearing. The first short section starts with a flange w/universal that bolts to the motor flange, then ends with a male splined slip joint at the center carrier bearing (mounted where tranny was).

    The second half of the driveline is longer and starts with a female splined slip joint that mates into the front section's male splines and ends with a flange w/universal that bolts to the new Ford 9 inch differential. Created and installed front and rear driveline loops.

  • Rear axle:

    '57 Ford nine inch axle setup out of a V8 Chevy LUV minitruck. Changed-out 3:25 ring & pinion set and installed new 'taller' 2:50 gears. Locked minispool. Air shocks & traction bars.

  • Wheels & tires:

    Front - 13 x 5.5 American Racing 4 spoke w/175/50/13 Pirelli P7.

    Rear - 14 x 7 American Racing 5 spoke chrome rims with Mickey Thompson junior dragster sized baby wrinkle wall drag slicks (20" dia.).

  • Batteries:

    28, 12 volt Hawker Genesis 16ahr @ 336V nominal, 378 lbs. total pack weight.

  • Controller:

    Godzilla 1200 amp programable controller

  • 12 volt system:

    Baby Optima YT, no DC-DC - external charging required.

  • Other Mods:

    None.

  • Car weight:

    2005 lbs. (weighed on scale)

  • Races and EVents

    3-1999 Wired magazine article 'Suck Amps' features White Zombie.

    5-22-1999 Bandimere 'Mile High Drags'...1st run of 3 ETs, 16.951 @ 73.67 mph. Shown below left, is a photo from the magazine 'Top Gear' that did a feature on the NEDRA Bandimere drags of '99. You can see the sticky baby wrinkle wall slicks and the 14 x 7 chrome coke bottle American Racing wheels. Right photo...White Zombie heats up those same tires at the '99 Bandimere races.

  • Carnage:

    None.

  • Plasmaboy Quotes:

    1) Bandimere races..."I was way off with the gear ratio I chose, and the acceleration out of the hole was sluggish....the car was way over-geared with its 2:50 rear gear set. The race day was a hot 85-90 degrees and I forgot to ice the controller water as I usually do, so the 'Zilla went into thermal limit early on in the run, compounding the sluggish acceleration. Once the car hit about 20 mph, it really started to pull hard as the 'Zilla sucked 750 amps from the battery pack. On the last third of the run however, the controller decided to roll back the current as it heated up, and the battery amps sank to around 300. My first run was anything but terrific at 16.95 @ 73 mph."

    (2) Bandimere races..."I am encouraged that with my gear ratio so far off (way too tall with a 2:50) at the Bandimere races, it did as well as it did. I still believe that the Zombie's direct drive will turn in mid 13s very soon. Stay tuned folks, a 3:90 ratio is being purchased for the Ford 9 inch rear end, and with this ratio, the Zombie should be up to my expectations."

    ---------------------------------------- 1999 LATE VERSION ----------------------------------------

    back to the top

  • Motor:

    11 inch race-modified Kostov (178 lbs.)

  • Drive type:

    Direct drive. No reverse.

  • Driveshaft:

    Two piece driveline with /center carrier bearing. Front and rear driveline loops.

  • Rear axle:

    '57 Ford nine inch axle setup out of a V8 Chevy LUV minitruck. Changed-out 'tall' 2:50 ring & pinion set, decided against the 3:90 ratio, and installed even 'lower' 4:11 gears. Locked minispool. Air shocks & traction bars.

  • Wheels & tires:

    Complete change-over to all new Eagle mags and Nitto tires. The tough look that the original American racing 4 spokes gave the car with those 7 inch wide 13's stuffed under the rear fender lips and the narrower 5.5 inch wide 13's up front, had been gone for several years (see 1997 version photo), but returns with this fresh approach. This matched set of Eagle mags has the same effect and the 'visually matched wider rims in back' approach returns with polished 5 spokes up front with taller and wider inch polished 5 spokes in the back-neatly tucking under the rear fender lips (where the torque gets laid down)! Accomplishing this took quite a bit of research, and it was only after looking into nearly twenty different wheel makers that we found a company that made the two very different wheels in the same design - a 13 X 5.5 rear wheel drive offset Nissan 4 bolt pattern for the front, and a 14 X 6 front wheel drive offset Ford 5 bolt pattern for the rear (to tuck the fat rear tires up under the little Datsun's rear fender arches). All four wheels are shod in Nitto rubber with matching tread design. The rear drag tires are DOT approved street legal types that make the car 'every day' drivable on regular streets and also allow White Zombie to compete in the 'SC' (steet conversion) class of NEDRA drag racing.

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset and DOT street legal Nitto 'Extreme Drag Radials' (22" dia.).

  • Batteries:

    28, 12 volt Hawker Genesis 16ahr @ 336V nominal, 378 lbs. total pack weight.

  • Controller:

    Godzilla 1200 amp programable controller

  • 12 volt system:

    Baby Optima YT, no DC-DC - external charging required.

  • Other Mods:

    For 'Import Drags' race only, dismounted Nitto Drag Radials and mounted Mickey Thompson wrinkle wall slicks on Eagle mags.

  • Car weight:

    2005 lbs. (weighed on scale)

  • Races and EVents

    8-28-1999 Woodburn 'Charging into the next Millenium'...best ET of 14.008 @ 89.12 mph

    9-1-99 'Top Gear' magazine...the UK based magazine runs a feature story called 'Terminal Speed' about electric drag racing and covers White Zombie.

    10-02-1999 'All Import Challenge' at Woodburn...best ET of 13.557 @ 93.07 mph. See that Mitsu 3000 GT in front of White Zombie? That's a twin turbo, 320 hp V6 monster...White Zombie cleaned its clock on that race day :-)

    10-09-1999 'Sacramento Electric Drags' best ET of 13.479 @ 95.4 mph

  • Carnage:

    (1) At Woodburn races, driveline out of balance.

    (2) At Woodburn races, loose pinion nut at differential input yoke.

    (3) At Import Drags, blew a battery on last run of the day.

    Plasmaboy Quotes:

    (1) Pre-Woodburn...."My own White Zombie direct drive drag car has been refitted with all new 4:11 gears in its Ford 9 inch rear end...should be substantially quicker than at Bandimere with 2:50 gears."

    (2) Post-Woodburn..."After running a 14.008 with street tires, my drag Datsun will once again be wearing its sticky Mickey Thompson baby wrinkle wall drag slicks in my attempt to blast into the 13s. The Nitto Extreme Drag Radials I tried at the August 28th Woodburn drags raised the Zombie's final drive ratio higher than I had expected with their 22 inch diameter size....with 500 ft. lbs. of direct drive torque on tap the race-modified Kostov easily smoked the Nittos and more time was lost due to excessive wheel spin..this cost me time for the run."

    (3) Post Woodburn..."Marko and I jacked up the car to see if we could figure out why it had such a severe vibration when it was last raced at the 'Woodburn Electric Drags'. We removed and took the two piece custom-made unit back to the place that built it where they found it had not been properly balanced and was pretty far off. With the rebalanced driveline in hand, we reinstalled it and spun the Zombie's motor up with its rear wheels off the ground...though the vibration was reduced, it was still there in a big way. The problem was finally solved when I found the yoke of the Ford 9 inch rear end to be very loose, allowing it to wobble. It turned out to be an easy fix, since the large pinion nut had simply come loose (probably due to the driveline imbalance), and it cinched right up. Running the car again showed that virtually all the vibration was gone."

    (4) Import Drags..."I was called up to the lights again...the crowd got into it this time, and the announcer again spoke excitedly about EV drag racing. This time I had the best launch ever, and I could feel the rear end floating a bit as the rear tires expanded. This run would turn out to be the best of the day...the Zombie rocked to the tune of 13.557 @ 93.07 mph in the quarter mile!"

    (5) Import Drags..."We were not able to get a full charge in time for the next run, the Lexan cover was misted pretty bad...I went up and staged anyway. I left with a powerful lunge and was rammed in the seat, but about 2/3 down the track a Hawker let go with a big blast and the Zombie went down, coasting far enough to get to the turn off point....I was done for the day."

    (6) Import Drags..."White Zombie took on the hot import drag racers..finally, after years of failures, broken parts, and performance that always fell short of my goals, my machine is hitting its stride, kicking ass, taking names, and serving notice to the gas-powered drag racers that one certain little Datsun 1200 electric car isn't to be messed around with!"

    ---------------------------------------- 2000 EARLY VERSION ----------------------------------------

    back to the top

  • Motor:

    11 inch race-modified Kostov (178 lbs.)

  • Drive type:

    Direct drive. No reverse.

  • Driveshaft:

    Two piece driveline with /center carrier bearing. Front and rear driveline loops.

  • Rear axle:

    '57 Ford nine inch axle setup out of a V8 Chevy LUV minitruck. 4:11 gears. Locked minispool. Air shocks & traction bars.

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset and DOT street legal Nitto 'Extreme Drag Radials' (22" dia.)

  • Batteries:

    28, 12 volt Hawker Genesis 16ahr @ 336V nominal, 378 lbs. total pack weight.

  • Controller:

    Godzilla 1200 amp programable controller

  • 12 volt system:

    Baby Optima YT, no DC-DC - external charging required.

  • Other Mods:

    Dismounted the Mickey Thompson wrinkle wall slicks and re-mounted the DOT Nitto Drag Radials back on the rear 14 X 6 Eagle mags.

  • Car weight:

    2005 lbs. (weighed on scale)

  • Races and EVents

    3-4-2000 'Portland Roadster Show'...White Zombie displayed as a hot street EV.

    3-18-2000 'Desert Kilowatt Challenge'...best ET of 13.347 @ 95.859 mph & new class SC/A world record!

    5-27-2000 Bandimere 'Mile High Drags'...best ET 13.186 @ 99.19 mph & new class SC/A world record!

    6-3-2000 'EV Awareness Day'...White Zombie displayed as world's quickest street legal EV.

    8-26-2000 Woodburn, 'Suck Amps'...best ET of 13.6

  • Carnage:

    (1) At Woodburn races...Blew up Hawker battery.

    (2) At Woodburn races...after replacing bad battery, destroyed Kostov on 3rd run! I'm not sure who captured this moment, but this was not a staged photo. Plasma Boy litterally scratches his head after smoked rolled out from under the hood, the car slowed to a halt, and the Kostov met its end :-(

    .
  • Plasmaboy Quotes:

    (1) Desert Kilowatt Challenge..."My fifth and final run was a blast! We again completely recharged in about 8 minutes...My light then tripped and I hit it. I could no longer keep my head straight as the Zombie slammed it back against the headrest with the car surging forward. As I accelerated towards the finish line...I looked at the gauges and saw the battery amps still hanging in there at 620 and the motor volts going past 250v before I had crossed the finish line, I lost any desire to win the bracket race and with an irresistible urge to find out how quick that big Kostov could push the Zombie through the traps, I kept the pedal down. The motor volts continued to rise and went to approximately 260v (the gauge only goes up to 250) as the needle went off the scale. At the timing slip shack, I was excited to see that I had indeed, broken out with a quick 13.347 @ 95.859 mph!"

    (2) Woodburn 'Suck Amps' races..."Seeing a little 'ol Datsun economy car conversion dueling it out with a tire-smoking 'Stang would be another fun example of how far we've all come with this EV drag racing thing...in the arena of gas vs electric, it was the 'Stang vs the Zombie!

    My first run against Ken and the 'Stang was a lot of fun. This is a real clean example of a '93 Mustang, and with a capable driver at the wheel (this guy can drive!) low 14's and even high 13s are possible. As we both pulled into the burnout pits, Ken got the crowd going with a nice smoky burnout, and the throaty sound of that Ford V8 seemed to be taunting the Zombie. In great restraint, I opted to not light up the tires in an effort to conserve the Zombie's precious battery reserves. We staged up to the lights:

    We both hit the 'go' pedals and I could hear the 'Stang's V8 thundering and its tires screaming as Ken put the hammer down, but the 500 ft. lbs. of electric torque provided by Mr. Kostov sent the little white Datsun out of the hole nicely, and I took off and immediately began to pull away:

    White Zombie got the win with a nice 13.7 run...though Ken had given it his best, the electric car beat the V8 pony car by a full second! At the end of the run, as I turned off the strip to return to the pits, with Ken right behind me in the hot 'Stang,, I decided to give him another taste electric muscle and I goosed the throttle and did a power burnout that had the car fishtailing and smoking the tires....childish? Yes, but oh what fun, and Ken dug it!

    (3) Woodburn 'Suck Amps' races..."I felt the car seemingly running flat on power, when I punched the throttle as I had done before..the car sputtered and slowed down, grinding to a halt...smoke rolled out from under the front of the car...not good! Engaging the line lock, I locked up the front brakes and proceeded to load the motor (and the batteries), but the Nitto drag radials bit in hard. Instead of staying in one spot with the rear tires smoking, the Zombie plowed ahead with the front tires smoking and skidding along on the pavement! At this point, the motor acted normally, so I kept up with the load test. I have the 'Zilla programmed to extract 800 amps from the Genesis batteries, an overload they can usually take for approximately 12-13 continuous seconds under 1/4 mile drag racing, but in my load testing, I wasn't paying attention to the amount of time we were skidding along with the front tires making long gooey black streaks....it must have been about 20-30 seconds though. Then it happened....KABAM!!!!!....all of a sudden we are being engulfed in thick black smoke as one of the Genesis batteries let go. Thankfully, the NEDRA-required Lexan battery shield did its job and contained the acid spray and molten lead...there was metal imbedded in clear cover! Back in the pit area, we removed the blown battery, cleaned up the mess, and installed a fresh spare battery.The Zombie was now ready to rock again, and so round three of the 'Stang/Zombie grudge match was at hand. We staged, launched, and took off, but I immediately felt the same shuddering and power loss as before, and with smoke rolling out from under the motor compartment, this would be the final run for the car. It appeared that the Kostov had suffered some kind of field winding failure, and though I was not entirely certain about the failure mode, it was was clear the Zombie was down for the count."

    (4) Post-Woodburn 'Suck Amps' races..."At the Woodburn Electric Drags, after romping all over a 5.0 V8 Mustang, on its third run of the day White Zombie had motor problems which I and another knowledgeable EVer had attributed to arced-over field windings....this was our guess at what was wrong with the Kostov. A couple weeks later that I was able to pull the big electric motor to see what the damage was. Once we had the motor pulled apart, to my pleasant surprise, we foundthat the Wayland/Warfield/NetGain mods to the brush rigging, commutator, and armature werein tact, and after all the hard runs down the track, the com looked perfect, and aside from a small amount of trailing edge pitting, the brushes looked good, too. The output shaft end of of the armature's windings though, was pretty toasty looking and that entire end of the armature was cloaked in flat black charcoal soot. The field windings were burnt-looking and there was a spattering of 'copper snot' all over the place. I found two big blobs of melted copper, one on the corner of an interpole winding and the other on the facing corner of a field winding. The charred armature windings had molten bits of what were once windings...it would cost more than $1200 to build a new armature for the Kostov. Using a VOM, a continuity check between most all of the com bars to the armature's steel laminations showed a dead short, due to the melted insulation of the armature windings. And so it was, the Zombie's Kostov had indeed, gone to that great plasma ball in the sky. As I took the charred remains back home, I realized that my drag racing season was over and that the Zombie would not make it to the Sacramento Electric Drags.....bummer!"

    (5) Post-Woodburn 'Suck Amps' races..."The Zombie, powered up by that one big and very powerful modified Kostov...an awful lot of fellow EVers told me the direct drive idea would never work, that the motor would blow right away, that I'd never clear 15 seconds, etc., etc. Two years later and after setting many new records with the car in this configuration, the motor did finally give up, but not without taking out a 5.0 Mustang first :-)"

    ---------------------------------------- 2000 LATE VERSION ----------------------------------------

    back to the top

  • Motor:

    Removed dead Kostov and installed dual NetGain (Warfield) 'Warp 8' 8 inch series-wound motors (Motors hard wired in series mode only). (225 lbs.)

    The first step was to design and build a custom aluminum twin motor mount for the two new Warfield 8 inch motors.

    'Sure Power Products' anodized the motor mount (plus the controller mount and 12V accsessory battery mount), then the motors were strapped into place and installed in the car.

  • Drive type:

    Direct drive, no tranny, no reverse. Motor shafts connected with splined coupler between front and rear motors.

  • Driveshaft:

    New shorter custom two piece driveline replaces previous one. New flange coupler machined for rear 8 inch motor shaft. Front and rear driveline loops.

  • Rear axle:

    '57 Ford nine inch axle setup out of a V8 Chevy LUV minitruck. 4:11 gears. Locked minispool. Air shocks & traction bars.

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset and DOT street legal Nitto 'Extreme Drag Radials' (22" dia.)

  • Batteries:

    28, 12 volt Hawker Genesis 16ahr @ 336V nominal, 378 lbs. total pack weight.

  • Controller:

    Godzilla 1200 amp programable controller, no series-parallel shifting yet.

  • 12 volt system:

    Baby Optima YT, no DC-DC - external charging required.

  • Other Mods:

    None.

  • Car weight:

    2025 lbs. (est.)

  • Races and EVents

    10-21-2000 Sacramento 'Silent Thunder' ...best ET 13.55 @ 92 mph, stuck in series mode!

  • Carnage:

    None.

  • Plasmaboy Quotes:

    (1) Pre-Sacramento 'Silent Thunder' races... "Thursday, Oct. 19th, I was finishing up the last minute twin motor mods to the Zombie and getting everything ready for the Sacramento drag races. Marko caught up with me in the late afternoon, and we worked through the evening until pretty late. Friday morning, Oct. 20th, there was still work to be done on the car, but by 1:30 PM Marko and I finally departed for the 600+ mile road trip to Sacramento."

    (2) Post-Sacramento races..."At the 'Silent Thunder' EV drags in Sacramento, even with the pooped-out three year old Hawker battery pack wheezing, steaming, and down 200 amps from being able to cleanly belt out 800 amps down the full run of the strip (barely giving 600 amps), and lacking the ability to switch from series to parallel, the Zombie with its new twin motor setup stuck in the series wiring mode was still able to pull off a 13.55 second run!"

    3) Post-Sacramento races..."I did the math, before ever trying out the car and knew that the two motors were not just a match for the bigger Kostov, but in fact, that they would actually make more power. I had figured that wired in series, the car would have the same or slightly better out of the hole acceleration, and this was born out in Sacramento."

    ---------------------------------------- 2001 EARLY VERSION ----------------------------------------

    back to the top

  • Motor:

    Dual Warfield 8 inch series-wound motors. (225 lbs.) Series-parallel switchable high current wiring added. Motors can be configured wired in series with one another or wired in parallel with each other.

  • Drive type:

    Direct drive, no transmission. Motor shafts connected with splined coupler between front and rear motors. Electric reverse added. A front motor field control contactor was added (left photo) that is normally open, closed when forward travel is selected, but opened to separate the field from the armature during reverse contactor engagement. The front motor reversing contactor setup is shown in the right photo. The upper black cube is the control relay for reverse. The green rectangle on the reverse contactor set is the mount for two small microswitches that monitor the physcal movement of the contactor's tips in case of welding.

  • Driveshaft:

    Two piece driveline with center carrier bearing. Front and rear driveline loops.

  • Rear axle:

    '57 Ford nine inch axle setup out of a V8 Chevy LUV minitruck. 4:11 gears. Locked minispool. Air shocks & traction bars.

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset and DOT street legal Nitto 'Extreme Drag Radials' (22" dia.)

  • Batteries:

    28, 12 volt Hawker Genesis 16ahr @ 336V nominal, 378 lbs. total pack weight.

  • Controller:

    Godzilla 1200 amp programable controller. Contactor controlled series-parallel shifting added. Three high current contactors (left) configure the motors in series with each other, or in parallel with each other. The two matching 'Kilovac EV250' contactors with the positive and negative labeled cables are the parallel contactors, while the larger single 'Albright SW200' contactor on the right with the gold plated connectors is for the series mode. The series-to-parallel upshift was controlled via the small white steering wheel thumb button located near the three o'clock position on the steering wheel's right spoke (center), while the parallel release button was dash-mounted and located between the Emeter and the 12V system analog meter (right). The green pilot light just above the parallel release button lit up when parallel mode was engaged. Microswitches on the throttle pot. box interfaced with these buttons...here's how it worked. The throttle had to be a the zero position (white microswitch at bottom of the pot. box in the last photo) in order for the controller current to drop off, and in order for the steering wheel upshift button to be placed 'active' in the circuit. Pushing this button would then latch the small control relay below the pot. box which would complete the command to pull-in the parallel contactors. The black microswitch at the top of the pot. box would not allow any contactor switching at full throttle.

    Car launches with motors wired in series with each other for full controller amps through both motors and highest torque, then when the throttle is momentarily let off and the button is pushed, it reconfigures the motors for parallel wiring to impress higher voltage across each motor for top speed power.

  • 12 volt system:

    Baby Optima YT, no DC-DC. The addition of the series-parallel motor contactors required a rework of where the 12v system battery was placed, as shown in these before and after photos. A 12V system circuit breaker was added, and a 50 amp charge port was incuded to better facilate the external charging needed for the baby Optima:

  • Other Mods:

    Custom License plate replaces generic one:

  • Car weight:

    2036 lbs. (est.)

  • Races and EVents

    3-10-2001 Sat. ...Las Vegas Drags (1st ever)...best ET 14.312 @ 85.64 mph with battery failure 150 ft. before finish line. 1/8th ET 8.887 @ 72.40 mph, 60 ft. 2.077. Photos bellow...(left) On the road to Las Vegas with EV sidekick Marko Mongillo. (right) Returning into southern Oregon with the waning sunset as a backdrop:

    7-14-2001 EV Awareness Day...White Zombie on display.

  • Carnage:

    (1) Blew up Hawker at Las Vegas races on 2nd run.

    (2) Cracked Ford 9 inch ring gear, broke ring gear teeth, and destroyed spider gears.

  • Plasmaboy Quotes:

    (1) Pre Las Vegas races..."With fresh batteries, a more aggressive rear gear ratio for better out of the hole acceleration, the pair of smaller diameter 8 inch motors that can rev way higher than the old 11 inch motor could, and with the ability to switch from series mode to parallel mode at around 75 mph, the car should be a rocket, and I am predicting a 12.7-12.8 second run at around 105 mph using street radials (Nitto Extreme Drag Radials)."

    (2) Pre Las Vegas races..."It was always a balancing act...put in a low enough ratio to get strong out of the hole, and there goes the top speed. This was how the car acted with the 4:11 ratio and those really low profile baby wrinkle wall drag slicks. It lunged out of the hole, even getting sideways a few times, and it had good 60 ft. times, but the ETs were in the 14 second range with speeds of 89-90 mph. When I effectively raised the ratio by installing the much taller Nitto Extreme Drag Radials, as I expected, I lost it at the launch with worse 60 ft. times, so the hole shot was worsened, but once the car began to roll and the controller jammed full power out, the car accelerated much stronger, and the ETs dropped to the low 13's and the trap speed nearly hit 100 mph. I knew that if I could have it at both ends, the car would easily dip into the 12's and top well over 100 mph."

    (3) Post-Las Vegas..."I only had two runs at Las Vegas. The first one was terrible with a tire smoking launch that reduced my 60 ft. time to more than 3 seconds and with 40+ degree batteries that pooped out before the end of the run. The second and last run was with slightly warmed up batteries that were still too cold, but they had way more power in them than on the first run. I got a strong launch that brought the nose up a bit, and the car pulled hard....then, I shifted from series to parallel, and the car continued to pull very hard. To me, it felt very much like a mid to low 13 second run. I blew a battery about 150 feet short of the traps, coasted across the finish line, and in spite of this, turned a respectable 14.3! Had the battery not failed, it would have been an easy 13.5 or so for just the second run. In EV drag racing while using lead acid batteries, as the day goes on and as the batteries heat up, the times get quicker and quicker. There's little doubt in my mind, that had things been different that night last weekend....warmer weather, better track conditions, proper current limits being adhered to, etc., that the Zombie would have dipped into the 12's."

    ---------------------------------------- 2001 LATE VERSION ----------------------------------------

    back to the top

  • Motor:

    Dual Warfield 8 inch series-wound motors. (225 lbs.)

  • Drive type:

    Direct drive. Motor shafts connected with splined coupler between front and rear motors. Electric reverse.

  • Driveshaft:

    Two piece driveline with center carrier bearing. Front and rear driveline loops.

  • Rear axle:

    '57 Ford nine inch axle setup out of a V8 Chevy LUV minitruck. Changed-out broken 4:11 ring & pinion set and installed new 'lower' 4:57 gears. Locked minispool. Air shocks & traction bars. This rear view shows the big Ford pumpkin, the traction bars, and the lifted height that the air shocks gave helping the fat tires clear the fender lips:

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset and DOT street legal Nitto 'Extreme Drag Radials' (22" dia.)

  • Batteries:

    28, 12 volt Hawker Genesis 16ahr @ 336V nominal, 378 lbs. total pack weight.

  • Controller:

    Godzilla 1200 amp programable controller. Steering wheel thumb button controlled series-parallel contactor shifting.

  • 12 volt system:

    Baby Optima YT, no DC-DC - external charging required:

  • Other Mods:

    Improved the split charging scheme that allowed for dump charging the 336V Hawker pack when paralleled down to 168V. The left photo is the previous version. Larger fuses and bigger wires were improvements long over due:

    Car weight:

    2036 lbs. (est.)

  • Races and EVents

    8-25-2001 'Woodburn drags'...best ET 14.720 @ 84.81 mph. The battery pack was in its third racing year and on the decline in its power delivery. Even so, the hole shot was enough to embarrass a Dodge Viper and White Zombie was able to beat it up through the 1/8th mile. After that though, the battery pack's power fell off rapidly and the Viper easily overtook White Zombie and went on to get the win.

    8-9-2001 White Zombie videoed by the Canadian TV series 'Weird Wheels'

  • Carnage:

    Blew up two Hawkers at Woodburn races.

  • Plasmaboy Quotes:

    (1) Pre-Woodburn..."The 11 inch Kostov with extensive racing mods held up well for 2 years at the hands of Plasma Boy. It eventually failed when I melted the armature windings, but only after dispatching a hot 5.0 Mustang twice. If I hadn't melted the armature, I'd still be running this motor. I am, however, very pleased with the power and flexibility of having twin 8 inch motors now in the car. Using series-parallel motor switching and a new, lower ratio rear end gear set, I hope to push the direct drive Zombie into the 12's soon...Looking forward to getting together with everyone at Woodburn next month!"

    (2) Pre-Woodburn..."I had to pull apart the massive Ford 9 inch rear end...seems that bad ass Kosty, followed by twin 8 inch Warfields, cracked the ring gear teeth and mutilated the spider gears! The car now has a lower 4:57 ratio with racing gears and a minispool locker."

    (3) Post-Woodburn..."I had changed the rear end gears on White Zombie (from a 4:11 to a 4:57) just before the Woodburn EV Drags this past August. With twin 8 inch motors being jammed with 1200 motor amps each (via Godzilla) and making a combined 540 ft. lbs. of torque, direct drive into the big 'ol Ford 9 inch rear end, and just 2036 lbs. of the race ready Datsun 1200 to move, the 60 ft. time is under 2 seconds, and the 'hole shot' is definitely a slam-you-in-the-seat affair. As those who were there remember, I ended up in a side by side drag race with a venomous V10 powered Dodge Viper. Though the Viper got by me in the 1/4 mile drag, the Zombie didn't go down without putting up a good fight, and in the 1/8 mile, it was 3 car lengths ahead of the Viper. The year of Viper I raced does 0-60 in a scant 4.4 seconds, and both the Viper and the Zombie went way over this speed in the 1/8 mile, but by the time the Viper hit 60 mph, the Zombie was doing 70+ mph (we compared time slips), putting the Zombie's 0-60 time at under 4 seconds, more than likely. A friend snapped some cool pictures, clearly showing the Zombie past the 1/8 mile timing lights with the Viper trailing behind and not yet clearing the lights. John, the Viper owner/driver, told me afterwards that I had him worried for a while, but fair is fair....he beat me. I'm going Viper hunting come Spring..."

    (4) Post-Woodburn..."As witnessed at Woodburn, that soft launch is a thing of the past, and the car now boils off the line with wisps of tire smoke rolling off the tires....it's aggressive enough to jump ahead of a V10 Viper out of the hole....no tranny needed!"

    (5) Post-Woodburn..."With the ability to 'electrically shift' up from series to parallel with the twin motors, even with a low 4:57 rear end ratio, the car is not limited on high speed capability, and were it not for exploding Hawkers, the car would continue to pull hard all the way across the finish line. At Woodburn, I blew not one, but two Hawkers in two separate runs, shortly after the parallel upshift happened and battery current went back up."

    ---------------------------------------- 2002 VERSION ----------------------------------------

    back to the top

  • Motor:

    Dual Warfield 8 inch series-wound motors. (225 lbs.) Motor high current wiring modified for series mode only due to new 408V pack potential.

  • Drive type:

    Direct drive. Motor shafts connected with splined coupler between front and rear motors. Electric reverse.

  • Driveshaft:

    Two piece driveline with center carrier bearing. Front and rear driveline loops.

  • Rear axle:

    '57 Ford nine inch axle setup out of a V8 Chevy LUV minitruck. 4:57 gears. Locked minispool. Air shocks & traction bars.

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset and DOT street legal Nitto 'Extreme Drag Radials' (22" dia.)

  • Batteries:

    Six more batteries added for a total of 34, 12 volt Hawker Genesis 16 ahr @ 408V nominal, 459 lbs. total pack weight. The 72V 'booster pack' is the only time White Zombie has ever had any traction batteries under the hood. The six Hawker Genesis batteries in this front battery enclosure were identical to the rest of the pack's batteries. You can see the additional 'Bubba' Kilovac contactor (left just in front of pack) used to combine this 72V pack with the main 336V pack during high speed controller bypass for 408V.

  • Controller:

    Godzilla 1200 amp programable controller. Series-parallel contactor shifting disabled. Steering wheel thumb button now controls the new under-hood-mounted '72V Blast Pack' top end booster consisting of six extra Hawker batteries added to for a high voltage controller bypass for high speed while motors are in series mode (no parallel).

  • 12 volt system:

    Baby Optima YT, no DC-DC - external charging required.

  • Other Mods:

    None.

  • Car weight:

    2112 lbs. (est.)

  • Races and EVents

    8-3-2002 'EV Awareness Day'...White Zombie on display at this Portland electric car show.

    9-1-2002 'Woodburn'...best ET 13.858 @ 93.86 mph, 1/8th - 8.779 @ 80 mph

  • Carnage:

    None! Battery pack was a mix of 3 and 5 year old tired batteries.

  • Plasmaboy Quotes:

    "I ran 408V at Woodburn in 2002! Respecting the 348V limits of the great Godzilla controller, I had an additional 72V pack (6 more Hawker 16 EP) that I tapped into once full PWM had run its course. It was a bypass that went in series with the full 336V pack, an interesting experiment that I used as a bandaid applied to the aging pack of little Hawkers so that the car could make an OK showing at the track. White Zombie had slowed into the mid 14's due to the exhausted, then 5 year old pack of 28 small Hawkers, and no new battery sponsorship had come my way. Adding those extra 72 volts really did the trick, as it pushed the car back into the 13's, with a best ET of 13.8 seconds...not bad."

    ---------------------------------------- 2003 EARLY VERSION ----------------------------------------

    back to the top

  • Motor:

    Dual Warfield 8 inch series-wound motors. (225 lbs.) Motor high current wiring returned to being configuarable in either series or parallel wiring.

  • Drive type:

    Direct drive. Motor shafts connected with splined coupler between front and rear motors. Electric reverse.

  • Driveshaft:

    Two piece driveline with center carrier bearing. Front and rear driveline loops.

  • Rear axle:

    '57 Ford nine inch axle setup out of a V8 Chevy LUV minitruck. 4:57 gears. Locked minispool. Air shocks & traction bars.

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset and DOT street legal Nitto 'Extreme Drag Radials' (22" dia.)

  • Batteries:

    Complete redesign of the battery system, with all metal work done by Marko Mongillo. An all new trunk floor compartment (center) shaped to hold batteries instead of a tire, was built to replace the factory kidney-shaped spare tire well (left), then it was welded-in and painted to match the car's finish. A new aluminum battery box was then fitted into the new battery well (right).

    These mods were done to facilitate a battery change from the tired, small 16 ahr Hawkers, to 28 brand new larger sized 12 volt Exide 'Power Fit' 35 ahr, 26 lb. batteries. Pack at 336V nominal and much heavier at 720 lbs. total pack weight. The first photo shows the size increase from the little Hawkers to the larger Exides. Before installing the these batteries, we had to figure how to make them fit, then how to inter-connect them with bus bars in a bench-top mock-up.

    The photos below show all 28 of the new batteries installed but not yet fully wired up. (left) Note the 'Bubba' high current contactor on the metal plate above the batteries (11:00 position). It was taken out of the previous back seat small Hawkers battery pack enclosure, where it was used split the compact 336V pack for dump charging, and was retained for use with this new heavier pack setup and wired up to accomplish the same task. (right) Remarkably, 1/2 the total number used in the pack, 14 of these bigger batteries, fit perfectly inside the existing rear seat area aluminum battery tray that used to hold all 28 of the previous small Hawkers, so a new enclosure did not have to be made.

  • Controller:

    Godzilla 1200 amp programable controller. Series-parallel contactor shifting returns with steering wheel thumb button control.

  • 12 volt system:

    Removed the 6 year old baby Optima YT and replaced it with twin Exide 12V, 12 ahr small AGM batteries. No DC-DC - external charging required.

  • Other Mods:

    Created a new behind-the-seatback-bulkhead area aluminum plate that spanned across the area from fender well to fender well, and remounted the previous traction pack fuses, the charger/relay setup, and the pack splitting Bubba contactor (contactor not yet mounted in below photo, see above batteries photo):

  • Car weight:

    2379 lbs. (est)

  • Races and EVents

    6-8-2003 'NW Datsun Owners Association' show & shine picnic...White Zombie on display.

    8-31-2003 Woodburn Nationals...two non-completed runs, no ETs.

  • Carnage:

    Grey 'Power Fit' batteries threw a fit, and were a total failure. One blew up on the first attempt at the start line. After installing a fresh battery, two more batteries blew up on the second and last attempt at the start line. Due to the last minute availability of these batteries I was not able to get reliable current ratings for them. After the races, I learned the batteries had a maximum rated discharge current of 350 amps for 5 seconds. The first run was with the controller's battery input current set to 800 amps. We turned the controller current down to 500 amps for the second (and last) run of the day, but the batteries still blew up.

  • Plasmaboy Quote:

    "Having a powerful EV that also doesn't come off as a rolling science project, is far more important than 'winning'. It's easy to make a machine from orange board, duct tape, and hastily-made metal pieces that weighs next to nothing and doesn't even look like a 'car', then run it down the track to set a speed record. It's far harder to take a recognizable street bodied car and do the same thing."

    ---------------------------------------- 2003 MID VERSION ----------------------------------------

    back to the top

  • Motor:

    Dual Warfield 8 inch series-wound motors. (225 lbs.) Motors configuarable in either series or parallel wiring.

  • Drive type:

    Direct drive. Motor shafts connected with splined coupler between front and rear motors. Electric reverse.

  • Driveshaft:

    Two piece driveline with center carrier bearing. Front and rear driveline loops.

  • Rear axle:

    '57 Ford nine inch axle setup out of a V8 Chevy LUV minitruck. 4:57 gears. Locked minispool. Air shocks & traction bars.

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset and DOT street legal Nitto 'Extreme Drag Radials' (22" dia.)

  • Batteries:

    The ill-fated Woodburn runs forced another redesign of the battery system. (left) Removed the 28 'Power Fit' batteries and changed the pack to 18 larger and heavier 12 volt Exide 'Blue Top Orbitals' rated at 50 ahr each and tested to deliver 1800 amps! The Orbitals are way heavier at 40 lbs. per battery, so the pack voltage had to be lowered to just 216V nominal to keep the total pack weight similar, now slightly heavier at 732 lbs. total pack weight. Going down from the 336V level to barely above 200 volts, the hope was that with all the BIG amps the Orbitals could crank out the car might still be able to get back into the 13s. (right) 8 of the 18 Orbitals fit nicely into the rear seat area enclosure, so a new one did not have to be made:

    (below left) The previous aluminum trunk enclosure would not hold the remaining 10 Orbitals and was removed. A thick flat aluminum plate was made as a base, lowered into the sunken well, and bolted down. (below right) The 10 trunk area batteries sat on the base plate and were securely bolted to it. Note that the previous Bubba contactor and associated high current cables were retained to keep the split pack dump charge option.

  • Controller:

    Godzilla controller tweaked in early October from 1200 amps up to 1400 amps. Steering wheel thumb button for contactor controlled series-parallel shifting. After the controller 'hop-up', at the October 17th PIR drags, the ETs dropped by more than a half second!

  • 12 volt system:

    Twin Exide 12V, 12 ahr small AGM batteries. No DC-DC - external charging required.

  • Other Mods:

    None.

  • Car weight:

    2395 lbs. (est)

  • Races and EVents

    9-19-2003 Portland Street Legal Drags...best ET of 14.489 @ 93.70 mph

    9-26-2003, PIR Drags..14.355 @ 95.20 mph, new world record for SC/B class!

    10-17-2003, PIR Drags..13.754 @ 97.27 mph, new world record for SC/B class!

  • Carnage:

    None.

  • Plasmaboy Quotes:

    (1) Post-Woodburn..."I've rebounded from my disappointing 'experiment' with 28 Exide UPS style batteries (they popped like popcorn, even at 500 amps) and failure mode at Woodburn, and have almost completed the next attempt to get White Zombie past the 13's and into the 12's....18 Orbitals at 216V, nearly the exact weight pack as the ill-fated 720 lb. 336V stack of 28, 35 ahr, but with HUGE current capabilities (tested to 1800+ amps). Godzilla # 3 will be cranked up to its full 1400 battery amps with a pack that can dish that kind of power out. The lower pack voltage can be hopefully compensated for, with less sag, and the dual motor shift from series to parallel. I'm going to go knock heads with the rice burner import freaks at Portland International Raceway this Friday night...a few of which, are turning 11's, but most, are in the high 13-mid 14 second range...should be fun!"

    (2) 9-19 Portland Street Drags..."Each time I rolled up to the line, the announcer went nuts with positive comments about the electric drag car..."OK everybody, here's that quick 'eeelectric!' Watch this burnout (I would stick the throttle hard and do a mini smoke show for them)"The last run was with the batteries finally starting to warm up a bit...14.489 @93.70 mph. We had a great time at the track. I was able to drive the car there, and drive it back home without a single glitch...it ran flawlessly!"

    (3) 9-26 PIR Drags..."This time, a classic 396 Chevelle heavy Chevy was next to me. The Chevelle did a nice burnout, but with my funky mechanical line lock no longer functioning (slated to be replaced this week with an electric line lock), I simply staged and waited for the Chevelle to follow suit. The Zombie jumped the V8 Chevelle off the line, and it never got around me! The run felt terrific, and the time slip proved that feeling, with a new world record for the 193V-240V SC/B class of 14.355 @ 95.20 mph! The crowd went nuts, according to Tom, and when I returned to recharge, there was a whole group hanging out waiting for the electric car to return....I'm thinking I can get the car into the 13's again with this present setup. I'll try a few ideas out, and let you all know how things shake out."

    (4) 10-17 PIR Drags..."I want to thank Otmar for tuning up my early model Zilla, what a BIG difference! The twin 8 inch motors now deliver serious torque that is instantaneous with my right foot action, and absolutely amazes the gasser crowd as White Zombie simply boils off the line. Gone is the wimpy launch, now replaced with a 'stomach wrenching' type launch that most of the time, has me with my hands full as I try to keep the car straight off the blocks! On the stickier starts the car was probably turning 0-60 in the mid to high 3's. On the two launches where the tires stuck hard, the acceleration was so sudden that the ignition key and dangling red NEDRA-required plastic 'flag' flew out of the ign. switch lock at the same time I was rudely slammed into the seat!"

    (5) "Godzilla #3 is still performing well, and other than a recent tune up, has never, ever, failed....ever! I'd like to say that his controller has been tortured under Plasma Boy duty, but the truth is, everything 'behind' the controller has been tortured...snapped-off transmission input shafts, mangled drivelines, smoked clutches, twisted-off axles, vaporized rear end gears, blown batteries, melted cables, welded contactors, melted motors....I could go on, but through it all at 1400 amps and up to 336V, the controller has been the one thing I can't seem to break!"

    ---------------------------------------- 2003 LATE VERSION ----------------------------------------

    back to the top

  • Motor:

    Dual Warfield 8 inch series-wound motors. (225 lbs.) Motors configuarable in either series or parallel wiring.

  • Drive type:

    Direct drive. Motor shafts connected with splined coupler between front and rear motors. Electric reverse.

  • Driveshaft:

    Two piece driveline with center carrier bearing. Front and rear driveline loops.

  • Rear axle:

    '57 Ford nine inch axle setup out of a V8 Chevy LUV minitruck. 4:57 gears. Locked minispool. Air shocks & traction bars.

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset. Removed Nitto 'Extreme Drag Radials' and mounted new BF Goodrich 'TA Drag Radials' on rear rims for improved traction. BF Goodrich drag tires are taller at 24" diameter. This close up shows a TA Drag Radial slightly wrinkling under a hard Zombie launch as the meaty rubber digs in against the massive electric motor torque:

  • Batteries:

    Added two more batteries and raised pack to 20, 12 volt Exide 'Orbital' 50 ahr @ 240V nominal. Total pack weight now up to 800 lbs.

  • Controller:

    Godzilla 1400 amp controller. Steering wheel thumb button for contactor controlled series-parallel shifting.

  • 12 volt system:

    Installed a rear-mounted 20 amp Todd PC20-LV DC-DC converter (see 'Batteries' photo above, and 'Other Mods' photo below) in the third battery tray next to the driver's side Blue Top Orbital, and tapped into 1/2 the pack voltage. Retained the twin small 7 ahr Exide AGM 12V batteries under the hood as a 12V system back-up supply.

  • Other Mods:

    (1) 'Suck Amps' skull logos applied to doors for the best Halloween effect! Special thanks to EV drag racing friend Rod Wilde for permission to use his outrageous piston crushing skull logo.

    (2) Team member Marko Mongillo artfully built a light weight aluminum third battery tray for the trunk area that spanned over the spare tire well batteries:

    With the new battery tray in place, we mounted two more batteries (to go up to 240 volts), one at each end of the tray with empty spots in between for future upgrades to even more batteries. A Todd DC-DC converter was mounted in this same tray. The pack's high 240V potential was above the voltage limit of this DC-DC, so it was operated off one half the pack and only plugged into the nearby socket after the car was taken off the charger.

    (3) With the high powered Manzanita Micro PFC charger, dump charging was no longer being used. Removed the rear plate mounted Bubba contactor and the split pack high current cables.

    Car weight:

    2475 lbs. (est)

  • Races and EVents

    10-24-2003 PIR Drags...best ET of 13.771 @ 97.36 mph

    10-31-03 Halloween Drags...best ET of 13.931 @ 96.55 mph

  • Carnage:

    None, but c-cold temps in the 30s, bad traction conditions, and unequalized batteries gave poor results.

  • Plasmaboy Quotes:

    (1) Post 10-24 PIR Drags, 216V version..."The new BF Goodrich 'G Force' TA Drag Radials are aptly named! These things are stick-eee! Last weekend, without them, traction was a problem...that's not a problem any more! Now with these impressive drag tires, every single run of the night...all 7 of them, produced 1.8-something 60 ft. times...problem solved! The 1/8 mile times were unchanged from the two quickest ones from last weekend, too, so it looks like the taller ratio effect of such bigger diameter tires did not negatively affect the off line or 1/8 mile acceleration...perfect! The hole shot launches were particularly strong, and even against quicker machines running 12's, White Zombie dusted them off the line and through most of the 1/8 mile!"

    (2) Post 10-24 PIR Drags..."Next weekend (weather permitting), the final weekend of racing, there will be two more Orbitals added to make up a 240V pack and an 80 lb. increase in weight, but there should be more hp on tap to push the car into the triple digit speed zone and deeper into the 13's."

    (3) Halloween PIR Drags..."The 2nd and final Zombie run occurred at 11:45. A 2002-2003 model year, bright yellow Mustang was my competitor in the night's heads up racing style. It was immaculate, lowered a bit, had trick wheels, and was looking to kick my ass. It did a great burnout, I just staged and waited. Afterwards, I would hear all about how the fans in the stands were speculating how the race would turn out, and how they all went 'Whoooahhh!!" when the little electric Datsun smoked the Mustang! Long story short...an almost identical run as the first, with a 13.931 @ 96.55 mph. Oh yeah, the Mustang ran 14.217 @96.97 mph. Perhaps ten younger guys came over to check out the Mustang eliminator. One kid was particularly impressed, saying, "That was unbelievable! You left him off the line and stayed ahead of him. I just saw an electric car blow off a V8 Mustang.....I just can't believe this!" I looked at him and asked what he'd say the next time someone made fun of slow electric cars in front of him...his answer?...."Oh, this is a night I'll never forget. I'll put 'em straight."

    ---------------------------------------- 2004 EARLY VERSION ----------------------------------------

    back to the top

  • Motor:

    Dual Warfield 8 inch series-wound motors. (225 lbs.) Motors configuarable in either series or parallel wiring.

  • Drive type:

    Direct drive. Motor shafts connected with splined coupler between front and rear motors. Electric reverse.

  • Driveshaft:

    Two piece driveline with center carrier bearing. Front and rear driveline loops.

  • Rear axle:

    '57 Ford nine inch axle setup out of a V8 Chevy LUV minitruck. 4:57 gears. Locked minispool. Air shocks & traction bars.

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset and BF Goodrich 'TA Drag Radials' (24" dia.)

  • Batteries:

    20, 12 volt Exide 'Orbital' 50 ahr @ 240V nominal. Total pack weight 800 lbs. Below is the charging setup used at Portland International Raceway (PIR) before we were allowed access to clean hydroelectric sourced AC power off the grid. In short, the gasoline fueled drag racing world was not yet ready for the new breed of electric drag racers, so we had to rely on dirty, loud gas generators. Note the Manzanita Micro custom early model PFC30 charger:

  • Controller:

    Godzilla 1400 amp controller. (belwo left) To get the maximum rated current out of the early model Godzilla controller, ice was added to the coolent tank between runs. After one high current blast down the track, the crushed ice & water mixture was melted by the hot IGBT transistors into warm water. Shown below right is trusty EV sidekick Marko Mongillo handling icing duties:

    Added new 'After Burner' contactor controller bypass. Steering wheel thumb button converted to be used as controller bypass switching motors into parallel with a direct connection to the battery pack. ETs dropped by seven tenths of a second! The bypass consisted of twin Kilovac 'Bubba' contactors, shown below. Note that the contactor on the left has an open stud...we disconnected the power cable from that contactor until the car was ready to make a 1/4 mile pass, for safety reasons.

  • 12 volt system:

    Todd 20 amp DC-DC tapped at 1/2 pack voltage with Twin Exide 12V, 12 ahr small AGM batteries.

  • Other Mods:

    Added interior quick-pull emergency disconnect. Also added important instructions to the rear bumper around the NHRA required external kill switch:

    Car weight:

    2485 lbs. (est)

  • Races and EVents

    3-30-2004, Friday night street drags PIR, 13.709 @ 98.83 mph...new SC/B world record! 1/8 mile ET of 8.744 @ 77.86 mph .

    5-08-2004, White Zombie becomes the 1st street legal electric car to ever break 100 mph in the quarter mile with an ET of 13.004 @ 100.76 mph!

    5-14-2004, 1st time in the 12's...best ET 12.99 @ 101.25 mph new SC/B world record! 1.885 60 ft. time. Here's the time slip for the back-up run that sealed that record:

  • Carnage:

    'Afterburner Bypass' controller bypass Bubba contactor welded shut. Car would not drop out of bypass mode...had to use main contactor to shut car down. Added emergency disconnect for the 5-14 races and had to use it when another contactor welded in the 'GO' position!

  • Plasmaboy Quotes:

    (1) Pre-May races..."I've started the mods for the afterburner mode! Though Oat massaged and tweaked my vintage 1400 amp version Godzilla controller last Fall (good for an impressive 1/2 second gain) I am still experiencing a 'stall' in power when the car is switched over from the series mode, to the parallel mode...This 'stalling' is frustrating, because the car accelerates very strongly and has a terrific launch...the car next to me accelerates around and heads off while the controller protects itself from the sudden change to a paralleled motors load and a much lower inductance. After the shift-over, the amps just stick at 600 for at least a second, then s-l-o-w-l-y ramp up...there is a huge rush of power when that happens, and the Zombie's lunge sets me deep into the seat as the car starts humping again. All that power though, comes way too late. It's time to do something! I have begun the mods to make the parallel shift a controller bypass thing. The next time the car hits the track, when the button is hit and the accelerator is floored two contactors will connect each motor directly to the 240V pack! At the shift-over point I expect the initial inrush current to be in the 2000-2500 amp range, and that should wakes things up a bit and it might slice off a half second or better from the present 13.709 ET."

    (2) "Yes, 100 is coming...tonight at PIR...it's sunny, clearing, and dry again. I'm off work early and need to go out and finish up the afterburner mods for tonight's 100+ mph run. If it stays dry, I'll be hitting the afterburner button at around 8:00."

    (3)"The Afterburner contactor bypass was in place but untested...In theory, letting off the throttle, hitting the steering wheel button, then slamming down the accelerator again, would disconnect the controller, disconnect the series mode, connect the parallel mode, and feed straight 240V battery potential to the twin motors. I had constructed a 'resistor', 10 ft. of 1/0 cable coiled up (to make it more compact), with two ring terminal connections. I had figured the instantaneous current without such a resistor might exceed 3000 amps and blow up batteries. I made a guess that the 10 ft. of 1/0, would hold that 3000 amps back a bit to say, 2500 amps or so...it was just a guess. The 1/0 loop would not be inserted in series with the contactor pack, until we were at the track and ready to race. I had no desire to somehow accidentally engage the Afterburner mode and fly off Marine Drive and into the Columbia River!"

    (4) May races... "The car had a strong launch, and it felt like the front end got a bit light, too. I was expecting the Afterburner mode to be pretty potent, and I was not disappointed! I hit the button when the series mode through the controller had ramped down to 700 amps. The effect was immediate as the 1500 amp dash gauge's needle banged on the peg and stayed there, with the car's back end coming loose a bit accompanied by the sound of barking tires...great fun. The motors simply exploded with power and hurtled the car forward with very strong acceleration. This first run was far quicker than I had hoped for at 13.35 and 98 mph, a quantum leap for my car, a whole 4/10th second quicker than the previous weekend's 13.7 times!"

    (5) May races..."The fourth run was 13.004 @ 100.76 mph against the V8 Camaro. The driver shut down the engine, opened his door, and with his time slip in hand, he looked over at me and said, "I 'should' be happy...this is the quickest my car's run, and the first time it's broken 100. You know your car pulls its front tires off the ground, right? I knew I was in trouble when you launched like that...the worse part, is that I'm going to have to tell my buddies that I got beat by a battery powered Datsun!"

    (6) May 14th 12.99 second run...."I almost gave it up for the night after run #2, as I was certain the contactor was checking out and felt the 3rd run would only be a bust. Many of my friends were there to watch the races and see the car run, and I figured the first low 13 second run was a good memory for them, the second a bad one, so I should cut my losses and go home...glad I stuck it out for a couple more runs :-)"

    ---------------------------------------- 2004 MID VERSION ----------------------------------------

    back to the top

    June 5, 2004, Vancouver BC, Canada

  • Motor:

    Dual Warfield 8 inch series-wound motors. (225 lbs.) Motors configuarable in either series or parallel wiring.

  • Drive type:

    Direct drive. Motor shafts connected with splined coupler between front and rear motors. Electric reverse.

  • Driveshaft:

    Two piece driveline with center carrier bearing. Front and rear driveline loops.

  • Rear axle:

    Replaced old chopped '57 Ford nine inch rear axle setup with all new 'Dutchman Motorsports' heavy duty Street-strip setup with 31 spline racing axles. More detailed photos can be found by clicking the 'Photos' button, then in the White Zombie sub-album area 'Beefing up the Zombie's Rear End'.

    Ford 9 inch w/4:57 gears. Replaced previous minispool axle locker with a 'Detroit Locker' ratcheting axle locker.

    New rear brakes. Air shocks & traction bars.

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset and BF Goodrich 'TA Drag Radials' (24" dia.)

  • Batteries:

    20, 12 volt Exide 'Orbital' 50 ahr @ 240V nominal. Total pack weight 800 lbs.

  • Controller:

    Godzilla 1400 amp controller. Steering wheel thumb button for new controller bypass switching circuit.

  • 12 volt system:

    Todd 20 amp DC-DC tapped at 1/2 pack voltage with Twin Exide 12V, 12 ahr small AGM batteries. Relocated the Todd DC-DC converter to the aluminum plate just behind the rear seatback bulkhead in preparation for mounting extra batteries in the third battery tray:

  • Other Mods:

    (1) Removed and replaced contactor style 'Afterburner Bypass' with an all new high current liquid-cooled hockey puck style SCR controller bypass. The sci-fi looking device can be seen at the 5:00 position in photo below and consists of the large white and Blue SCR, the pink colored flyback diode on its heatsink, the pair of 140uf, 800 volt snubber capacitors, the copper buss bars, two contactors (above and below diode heatsink), and the fat 4/0 orange bypass cable:

    (2) Drilled 4 extra sets of mount holes in the third battery tray in preparation for an upgrade to 288V, but did not add the 4 extra batteries until after the Woodburn races. You can see the holes in the photo below. To make room for the extra batteries, the Todd DC-DC converter was moved from its former location in the third battery tray and relocated to the space vacated by the no-longer-used Bubba pack-splitter contactor on the aluminum bracket just behind the rear seatback bulkhead (11:00 position in photo).

    (3) Deleted the previous dump charger split pack relay & fuse system. The relays and two of the fuses were removed (below left) and a new setup was designed and installed (below right):

    (4) As can be seen in the photos above, we also eliminated the dual runs of red (left photo) and dual runs of black 1/0 power cable. Both the positive and negative runs were replaced with single 4/0 cables, orange for the positive and black for the negative. The small black cable in the right photo above is a 4 gauge charging lead only, as the 4/0 black negative power cable is not shown in this view and comes directly off the negative-most battery terminal. (below) Tim Brehm does the dirty work of removing the old 1/0 cabling:

  • Car weight:

    2490 lbs. (est)

  • Races and EVents

    6-5-2004, VEVA REV 2004 Car Show in Vancouver, BC Canada

    6-13-2004, NW Datsun Owners Show & Shine Picnic

    6-26-2004, SEVA's 'Gasless on Greenwood' car show. (left) White Zombie cruises Greenwood Avenue. (right) Lots of interested folks check out the car:

    9-25-2004, Woodburn Nationals...best ET 13.654 @ 94.02 mph

  • Carnage:

    (1) Pre-Woodburn race - blew up new SCR bypass device.

    (2) Woodburn - welded new Albright contactor used as last minute controller bypass.

    (3) Woodburn - rear motor's output shaft Dutchman flange coupler had come loose and had slid back a half inch.

    (4) Woodburn - First half of the two piece driveline shifted back against the carrier bearing to where the grease cup was scraping against the bearing's outer race.

    (5) Woodburn. - Both rear brake drums were dragging badly, to where it took two people to push the car on level ground.

  • Plasmaboy Quotes:

    (1) Pre-Woodburn races... "I'm still trying to locate the 5000 amp SCR I need, as well as a 10,000 mfd, 400V cap. to make the new solid state afterburner. Once I get that up and running to where welded contactors no longer halt racing and the car can go on to make a 6th, 7th, 8th, etc., etc. run, as the battery pack continues to heat up internally, each consecutive run will get a bit quicker by a 1/10-2/10 second. I believe that a 12.7-12.8 @ 103-104 mph is possible while still retaining the 240V pack."

    (2) Pre-Woodburn races... "I'm trying hard to get all this done before Woodburn. I'll add in four more Exides and pump it up to 288V!!! That should drop the car into the mid 12's immediately. Who knows, maybe it will even dip to low 12's. The 288V pack should be capable of 400+ KW at 2600 amps...that's over 400 hp of battery power, and probably over the 300 hp mark at the motors. I'm hopeful, that the Zombie will shatter the current 13.18 @ 99.19 mph SC/A record with a mid 12 second run!"

    (3) Pre-Woodburn races..."Today will be spent on installing the four extra Orbitals, installing the new emergency disconnect mount (a super nice stainless steel Marko Mongillo - Wayland design that tilts the device, moves it more to where my right hand falls right to it, and makes it conform to NEDRA-NHRA specs with all high current conductors outside the car), and prepping the motor bay for the new killer SCR Afterburner bypass. Marko and I have the metal fab shop scheduled for a couple of nights this week to make up the new bracketry needed to support the monster liquid cooled SCR and cap. bank."

    (4) Pre-Woodburn races..."Tim Brehm and I worked until 12:30 last night assembling the Zombie's new full race prepped rear end setup...we were joined by Steve Schraub, a top notch forklift wrench, will be installing the new electric Line Lock this afternoon as I finish up the electrical mods under way. Dutchman Motorsports did their typical sano work on the Zombie's killer Ford nine inch axle setup, and it dropped in and fit perfectly. The car's driveline is now perfectly centered in the tunnel, and with NHRA approved drag axles, a Detroit Locker, Strange gears, new brake parts, and tires that just barely tuck under the fender lips while completely filling the little Datsun 1200's rear fender wells...I went with 'Plan B' for the disconnect side of the SCR Afterburner bypass array...a beefy freewheel diode will be switched into circuit during motor parallel and bypass operation to clamp back EMF, and when the high side contactor opens to shut down the SCR, twin 140 mfd, 800V non polarized film capacitors buss-bar connected to the contactor studs will, hopefully, absorb the flash-over energy between the opening contacts...If all this fails to take care of turn-off, I've still got the emergency pull-out disconnect at my right hand inside the car."

    (5) Post Woodburn..."The rear motor's output shaft flanged hub had come loose, even though all three of its set screws are doped with red Loctite, and it had slid back a half inch on the shaft towards the rear of the car."

    (6) Post Woodburn..."The first half of the two piece driveline, due to the slid-back motor hub, had shifted back against the carrier bearing to where the grease cup was scraping against the bearing's outer race."

    (7) Post Woodburn..."One of the emergency disconnect's BIG power cables had moved a bit and was being ground on by the front driveline stub."

    (8) Post Woodburn..."The front motor's splined output shaft hub that is part of the three piece motor-to-motor coupler, had come loose."

    (9) Post Woodburn..."Both rear brake drums were dragging badly, to where it took two people to push the car on level ground."

    ---------------------------------------- 2004 LATE VERSION ----------------------------------------

    back to the top

  • Motor:

    Dual Warfield 8 inch series-wound motors. (225 lbs.) Motors configuarable in either series or parallel wiring.

  • Drive type:

    Direct drive. Motor shafts connected with splined coupler between front and rear motors. Electric reverse.

  • Driveshaft:

    Two piece driveline with center carrier bearing. Front and rear driveline loops.

  • Rear axle:

    Dutchman heavy duty Street-strip Ford nine inch rear axle setup with 31 spline racing axles, 4:57 gears and Detroit locker. Air shocks & traction bars.

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset and BF Goodrich 'TA Drag Radials' (24" dia.)

  • Batteries:

    Added 4 more batteries to fill the third tray for a total of 24, 12 volt Exide 'Orbital' 50 ahr @ 288V nominal, 920 lbs:

  • Controller:

    Godzilla 1400 amp. Steering wheel thumb button for contactor controlled series-parallel shifting. Quick-pull emergency disconnect.

  • 12 volt system:

    Todd 20 amp DC-DC tapped at 1/2 pack voltage with Twin Exide 12V, 12 ahr small AGM batteries.

  • Other Mods:

    (1) Removed SCR controller bypass & returned to a contactor controller bypass.

    (2) Replaced mechanicaly operated line lock with new electric line lock.

    (3) Emergency disconnect modified with new stainless steel mount that better positions device and covers high current conductors (shown with top pull handle piece removed):

  • Car weight:

    2650 lbs. (est), heaviest version ever.

  • Races and EVents

    None.

  • Carnage:

    None.

  • Plasmaboy Quotes:

    (1) "Repositioned and re-secured, the hub still has a wobble that 'may' be the source of all the past and present vibration problems. This weekend, a dial indicator will be used to further check this out."

    (2) "Considering the battery pack was tired and needed to be cycled several times to bring the batteries back up to high power levels, it's amazing that the car was able to run a 13.6 at Woodburn!"

    (3) "The car is now fully loaded up with the 2005 race season's 288V pack of Orbitals. Tim and I ran the Orbitals through the table saw and made up all new 4/0 wiring for the extra 4 back batteries. Although there's 160 extra lbs. of weight in the car, it gained another 80 hp of battery power bringing the total pack power up to 494 hp of electrical energy"

    (4) "With 24 Orbitals at 288V, no more brake drag, a new lighter aluminum drive line, and all the vibration gone, the car should have a respectable street range per charge."

    ---------------------------------------- 2005 EARLY VERSION ----------------------------------------

    back to the top

  • Motor:

    Pulled the twin motor drive unit out of the car and converted the two 8 inch motors into world's first 'Siamese 8'.

    The two motors were torn down and all parts were rebuilt. Next, various hot rod tricks were applied, new parts were designed and created, and after motor artisan Jim Husted of 'Hi-Torque Electric' and Plasma Boy came up with a plan, a custom extra-long stainless steel shaft was fabricated by 'Dutchman Motorsports'. Below is an early drawing of the proposed extra-long motor shaft required to make the Siamese 8 motor possible:

    The two armatures were conjoined at their heads as they were pressed onto the new shaft with their respective commutator ends at the far ends of the shaft, who's large splined output end mates into the female splines of the new aluminum driveshaft. For more details on the entire design and build of this unique racing motor, click the 'Photos' button, then look under 'Plasma Boy's Various Electric Vehicles', sub-album 'White Zombie'.

  • Drive type:

    Direct drive. No reverse.

  • Driveshaft:

    Replaced two piece steel driveline with its center carrier bearing, to a new large diameter single piece all aluminum driveline from 'Inland Empire Drivelines'. Driveline loop.

  • Rear axle:

    Dutchman heavy duty Street-strip Ford nine inch rear axle setup with 31 spline racing axles, 4:57 gears and Detroit locker. Air shocks & traction bars.

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset and BF Goodrich 'TA Drag Radials' (24" dia.)

  • Batteries:

    Removed and replaced the 24 Orbitals @ 288V with 29 smaller 12 volt, 24.5 lb. Hawker 'Aerobatteries' 26 ahr @ 348V nominal, 710 lbs. total pack weight. The original rear seat area enclosure that had been in the car since '98 had finally outlived its usefulness and was removed. (center) An all new tray was designed and built to hold the new batteries. Details of the making of this tray can be found by clicking on the 'Photos' button, then look under 'Plasma Boy's Various Electric Vehicles', sub-album 'White Zombie'. (right) A new base plate and new hold-downs were made to secure the rear batteries into the sunken well area.

  • Controller:

    Removed and replaced the Godzilla 1400 amp controller with Cafe Electric's new 'Zilla' 2000 amp controller (left) and Hairball interface (right) featuring programable automatic series-parallel contactor control. The aluminum plate that held the Godzilla 1400 amp controller and bridged over the previous dual motors between the two strut towers was removed. The new Siamese 8 electric motor (center) is in full view with easy access. The new Zilla Z2K controller (right) is now mounted on an aluminum bracket mounted to the right fender inner panel, while the 'Hairball' interface and the three series-parallel contactors (left) are on a mirror image bracket on the left fender inner panel. At the time of the left and center photos, the Hairball and contactors wiring had not yet been done and the controller was not yet wired up. The high current motor bus bars and cables shown in the center photo were later changed to the different wiring scheme as shown in the rightmost photo under the above 'Motor:' category.

    One of the advantages of the Hairball & Zilla combination, is the ability to capture data and plot it to see how the car's electric traction system is performing. The graph below clearly shows how the battery pack reacts to the heavy loading of the Zilla controller, where the motor sections wiring shift from Series to Parallel occurs (peak 1/4 across the graph), and other vital information:

    Due to the new location of the controller, it's cooling tank and pump was relocated to the firewall location:

  • 12 volt system:

    The factory 12V starting battery mount that had held the twin small Exide 12V batteries was cut-away to make room for the new aluminum mount plate that holds the Hairball Interface. A single 8 year old (still in great condition with 12.85 static volts) 13.5 lb. Hawker Genesis 16EP 12V 16 ahr battery replaced the previous pair of 12V batteries and was located at the leading area of the new mount plate:

    We also removed the 1st gen. 20 amp Todd PC20-LV DC-DC as it was unable to operate even at 1/2 the new pack's voltage. A second generation Todd 30 amp model DC-DC converter was modified to run at 336V input and installed on the behind-the-seatback-bulkhead aluminum plate. The blue and green (with the tacky yellow crimp style butt splice connector) wires were internally connected (soldered after the converter's voltage doubler to the high voltage caps.) then routed outside and connected to the 348V battery pack:

  • Other Mods:

    (1) Made new rear seat battery box.

    (2) Removed contactor bypass.

    (3) Reworked quick-pull emergency disconnect with 4/0 power cable.

  • Car weight:

    2416 lbs. (est)

  • Races and EVents

    6-25-2005 White Zombie & drag racing videos on display at Seattle's Gasless on Greenwood Car Show.

    9-2-2005 'Wayland Invitational I'...best ET 12.87

    9-3-2005 White Zombie on display at the 'Electric Breakfast'

    9-4-2005 Final Woodburn drags...JW receives Ed Rannberg Award. (left) Tim Brehm wearing T shirt and big smile, becomes team Plasma Boy's driver and tears up the track with White Zombie. (right) Car and driver

    Tim set a new world record best ET on his first day of driving White Zombie with a 12.598 @ 103.92 mph. Here's the time slip for the back-up run that sealed that record::

  • Carnage:

    Zorched a brush holder due to a flash-over incident during the burnout at Woodburn. Take a look at the left area under the Zombie's nose in this photo from that memerable burnout, and you can clearly see how the flash-over illuminated the pavement! A full video of the burnout (with great audio) where you can hear the 'pops' and 'snaps' of the high voltage mayhem is available at the 'Videos' page. Though there was way too much wheel spin off the line, Tim Brehm still pulled off a nice 12.65 @ 104 mph run with just 7 of the Siamese 8's total number of 8 brushes making contact with their respective commutator bars. Photo on right is a close-up of the rear motor section's brush end bell and the effects of the vaporized brush spring incident.

  • Plasmaboy Quotes:

    (1) Feb. 27, 2005..."The only reason White Zombie has a two piece driveline, is because with the old Ford nine inch rear axle setup, the input flange of the third member's pinion was offset 4 inches towards the passenger side. I bought the rear axle setup used from someone else's project and never changed it. In order to keep the driveline from rubbing against the tunnel wall on the passenger side, I had to use small diameter tubing. I also had to use really thick gauge steel (read that 'heavy') to handle the torque. Because it was so small in diameter and due to the long total driveline length, it required a center carrier bearing and extra U joints, as one long and small diameter driveline would have turned into twisted rubble. Now that I have the all new Dutchman competition axle set up just right with the pinion dead center in the tunnel, I am going to a 4-5 inch diameter one piece aluminum driveline...no carrier bearing, no support brackets for it, and one less U joint."

    (2) "The driveline will simply slide onto the rear motor shaft, then bolt up to the input flange of the rear end....simple, reliable, stronger, lighter, and hopefully, the absolute end to all the vibration."

    (3) March 5, 2005..."Last night, still in our work uniforms, and with the front of the Wayland property adorned with dual service trucks, Tim Brehm and I attacked White Zombie. After about 3 hours of wrenching, wire disconnecting, and marking and tagging of all wire looms and connectors, we pulled the twin motor drive unit out of the car."

    (4) March 25, 2005..."My electric motor rebuilder, Jim Husted of Hi Torque Electric and I have been hard at work. To get rid of vibration and losses, I needed to somehow, shorten the long twin 8 drive about 3 inches in order to make the rearmost section (the front motor's brush end bell) clear the car's front frame rail...this, so the twin motor drive unit could drop down and be positioned parallel to the road surface instead of at the angle it's been at. The front motor's rear shaft does nothing, other than get in the way, while its main output shaft that points towards the rear of the car is coupled to the rear motor's rear brush end bell shaft. The floating coupler makes noise and vibration, and the keyway of the front motor's output shaft shaft is hogged out and was ready to break. The rear motor's output shaft was mated to a Dutchman flange coupler which had come loose and was wobbling...time for are a rethink of things. Enter the solution....we've come up with a new, one piece motor that is essentially, the two motors joined at their heads, the Siamese 8. It will have one common shaft, four bearings, brush end bells at each end of the motor, and dual cooling fans in the mid section. The splined output shaft exits out one of the brush end bells, modified with an aluminum 'cap plate' that will house the output bearing sandwiched to the brush end bell bearing.The result, will be a new super long Siamese 8 motor that doesn't require the bulky aluminum dual motor mount anymore, and that will be about 6 inches shorter than the previous twin motor setup."

    (5) "The new motor is coming along as scheduled. Jim has done a great job so far. The armatures from the two Warfield 8's are in remarkably good condition, as are the fields. The center aluminum coupler fits outside one of the motor cases and inside the end of the other one, machined just so to make the two pieces go together like one long housing. I'll be at Dutchman Motorsports to discuss slip joint spline options. When it's essentially put together, we will run the motor on just one armature and field section, and time it's brush end bell first while we measure and record rpm and current at certain voltage. Next, the same will be done with the second armature and field section powered by itself, and we'll adjust that end bell until we get the exact rpm and current at the same voltage. In theory, both end bells should end up positioned exactly the same as to the number of degrees advance, only on opposite sides of the field center point to get these results. I'm hoping the Siamese 8 will pull about 1200 amps @ 7000 rpm."

    (6) April 27, 2005..."I'm pleased to announce that I've received full battery sponsorship from Hawker and their newest division 'Hawker AeroBatteries' for White Zombie! The car will drop 350-400 lbs. of weight (compared to the current 288V version sitting in my shop) and should gain extra hp!! I'm using the Hawker AeroBatteries model AB 29, a 24.5 lb. 12V AGM with a short circuit current of 2400 amps. With just 710 lbs. of batteries and with about 50-60 lbs. in other weight savings (the lighter Siamese 8 motor, the aluminum drive line, etc.), the new 336V White Zombie will weigh about 200 lbs. less. With more hp and higher revving ability on tap, a vibrationless drive train, a free turning rear axle setup (brake drag has been eliminated), and ~ 2300 lb. curb weight, the car should run mid to low 12's this year at terminal speeds in the 107-110 mph area."

    (7) May 11, 2005..."Dutchman Motorsports has completed the high strength stainless steel dual armature shaft for White Zombie's new 'Siamese 8' motor....quite simply, it's a work of art and a shame to hide it inside the new motor! Jim Husted and I went over how the new motor will go together, and everything from the color of the field sections (purple) to the new solid copper brush interconnects that will replace the wimpy stranded wire interconnects was discussed. After the armatures, center bearing, and fan are pressed onto the shaft, it will then be high speed balanced. When the armature assembly is ready, the motor gets fully assembled and hand timed. The completed Siamese 8 motor fed from a 336V supply should give White Zombie even more muscle, perhaps as high as 300 hp."

    (8) "We wanted to have the new Siamese 8 setup to be as simple as possible. The new design got rid of the obvious, the two separate motors and their motor bracket-mount in favor of a single unit that still acts like two motors (25 lb. weight savings), and so it also eliminated the motor-to-motor shaft coupler. It also got rid of the rear motor output flange, the flanged U-joint coupler that attached to it, the heavy all steel two piece driveline, and the center support bracket and carrier bearing assembly. Now, there's just the Siamese 8 with its splined output shaft, and a light and strong aluminum driveshaft (10 lb. spinning mass weight savings) that slides onto the motor shaft. The new motor is also 7 inches shorter than were the twin motors on their mount bracket, so the Siamese 8 sits flat and parallel to the ground, unlike the old twin motor affair that was so long it had to sit on top of the front transverse frame rail of the car and poke downward so the back end of the rear motor would clear the tranny bell housing body tunnel."

    (9) "This should be a fun year of EV drag racing. I'm planning the Wayland Invitational, a NEDRA sanctioned EVent to coincide with the Woodburn races."

    (10) Pre-Wayland Invitational..."I'm also working with others towards trying a 336V pack of 26 ahr Hawkers that will shave 400+ lbs. out of the car."

    (11) Post-Wayland Invitational..."There are many ways to convince folks to drive electric. Last Friday night White Zombie absolutely wasted a 400 hp Corvette, and absolutely wasted 'The Ultimate Driving Machine', a tweaked and tuned BWM M3. Streetable big block Chevelles are now fair game for my little 'ol electric Datsun, too."

    ---------------------------------------- 2005 LATE VERSION ----------------------------------------

    back to the top

  • Motor:

    'Siamese 8' dual armature with selectable series/parallel wiring.

  • Drive type:

    Direct drive. No reverse.

  • Driveshaft:

    Single piece all aluminum driveline from 'Inland Empire Drivelines'. Driveline loop.

  • Rear axle:

    Dutchman heavy duty Street-strip Ford nine inch rear axle setup with 31 spline racing axles, air shocks & traction bars, 4:57 gears and Detroit locker. The low ratio gear set really made for spectacular launches! Taken from a video camera, this not-so-clear frame captured the effect of massive electric torque, sticky tires, and that 4:57 gear set:

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset and BF Goodrich 'TA Drag Radials' (24" dia.)

  • Batteries:

    29, 12 volt, 24.5 lb. Hawker 'Aerobatteries' 26 ahr @ 348V nominal, 710 lbs. total pack weight.

  • Controller:

    Zilla Z2k 2000 amp controller with Hairball interface. Programable automatic series-parallel contactor control. Quick-pull emergency disconnect.

  • 12 volt system:

    16 ahr Hawker Genesis 12V battery with 2nd gen. 30 amp Todd DC-DC modified to run at high voltage (up through Sept.). In October after the DC-DC failed, we added an Anderson style 50 amp 12V port in rear to receive a 12V boost from a removable Exide Orbital 50 ahr battery that allowed enough capacity for the car to be driven at night to and from the race track while keeping the lights powered up. Trackside, the 40 lb. battery would be removed and the under-hood 16 ahr 12V battery ran the 12V system unassisted. The 12V Orbital was placed in the location formerly occupied by the DC-DC converter:

  • Other Mods:

    (1) Added travel limit chains to the front A arms.

    (2) Removed front sway bar for better weight transfer.

  • Car weight:

    2416 lbs. race weight (est)

  • Races and EVents

    9-24-2005 PIR street drags...best ET 12.424 @ 103.57 mph. (below left) Going through tech inspection. (below right) In the staging lanes with the other muscle cars:

    9-28-2005 PIR 'King of the Track' finals...best ET 12.151 @ 106.25 mph and new class SC/A world record! This was Tim Brehm's first time at bracket racing. (below left) Our fellow drag racers are always interested to peek under the hood to see what makes an electric drag car tick. (below right) White Zombie takes on a classic V8 hotrod:

    Though we lost this final round of bracket racing to an 11 second 600+hp Camaro, we were still thrilled to have turned the car's best time ever. The PIR timeslip printer's ink was low, but the Photoshop-enhanced image below gives the details of this super quick 1/4 mile run (video of this run is available at the 'Videos' page). Note that even against such a formidable machine, White Zombie was still quicker to the 60 ft. and 330 ft. markers!:

    10-21-2005 PIR 'Late Night Drags in the Park' ...best ET 12.332 @ 103.67 mph. (below) Plasma Boy taking a break with his machine:

    10-22-2005 PIR 'Late Night Drags in the Park' ...best ET 12.245 @ 104.50 mph Best 60 ft. 1.591, Best 1/8 mile ET 7.628 @ 87.42 mph

    12-18-2005 'Inliner's Club' winter car show..White Zombie on display

  • Carnage:

    (1) Toasted Todd 30 amp DC-DC converter on way to track in Sept.

  • Plasmaboy Quotes:

    (1) "I know that a 12.2 @ 110 mph isn't going to happen instantly. More than likely, it will take many trips to the track just to get back into the 12's, but, you'll certainly hear me hoot'n and holler'n when the car does anything better than a 12.99 ... it 'will' happen. Maybe by the time Wooodburn comes around in late July, mid 12's @ 104-105 mph will be on hand."

    (2) "Yeah, the car is an animal now, plain and simple. We never did crank up the power all the way as it's uncontrollable off the line even on a sticky drag track. Tim and the Zombie were in a battle to see who was the boss....on this day, the Zombie pretty much had it's way with Tim, though towards the end he was starting to get the upper hand."

    (3) "It seems I've come up with a good formula for drag racing success with this latest combination of the Siamese 8 motor, the lighter and stronger aluminum driveline, the Z2K Zilla, the pack of awesome Hawker AeroBatteries at 348V, and the lower car weight due to all the aforementioned changes."

    (4) "Tim and I are already discussing ways to get the car even quicker and we now believe it's possible to get into the high 11's some day without gutting the car, without tubbing the rear body, without wrinkle walls, and all the while keeping the car in the spirit of being street legal in all ways. The car is still a stock Datsun 1200 sedan with all its original body panels, bumpers, window glass, interior panels, dash, carpets, etc. More to come later..."

    (5) "For the immediate future, we're looking at keeping everything the same except for a few changes. The first, is to build and install new longer traction bars to reduce spring wind-up, as the current ones have their snubber hitting about 3 inches behind the leading spring eye. The new ones will place the snubber (fitted with a poly skateboard wheel instead of the soft rubber cushion it presently has) right at the spring eye pivot. The second, is to slightly turn up the battery current limit from 900 amps to 1000 amps. Higher battery amps will extend the run time in series mode, and in the parallel mode will give a bit more push at the end of the track, too. With just these two changes and knowing that the pack is still gaining strength, with any luck we'll go deeper into the 12s with maybe a 12.4 @ 105 mph or maybe even a 12.3 @ 106 mph."

    (6) "I was at the wheel of the car and had just pulled away from the house and was about 2 blocks away when there was an ear ringing BANG! The inside of the car filled with light smoke and the stench of blown electronics! After about 15 minutes of head scratching and frustration, I decided to continue on to the track where I figured we could resume trouble shooting. The mystery problem was soon unmasked as I noticed dimming headlights, dull dash illumination, and the 12V system meter registering 12V on the nose rather than the 14.5V it usually displays. Yup, the DC-DC had blown up!"

    (7) "We had a full and productive day on Saturday, where Tim and I made several suspension mods. We added travel limiting chains to the front A arms to keep the springs from flopping loose during front end lift (as they had been doing), and we removed the front sway bar to help unload the front end to help in weight transfer to the back. We also planned on softening the rear tire air pressure a bit, too, once we were at the track. The DC-DC converter was toasted badly, as the inside was a charred mess of blown components! Tim and I added a removable Orbital to the trunk that snapped into circuit via a 50 amp Anderson quick disconnect to subsidize the car's 12V system during the trips to and from the track."

    (8) "I decided it was time to do some tweaking and cranked up the power by adjusting the Zilla to pull an extra 100 amps from the powerful Hawker Aerobatteries at a full 1000 amps over the previous 900 limit. I had also turned up the series mode motor loop current from 1700 to 1850 amps. Rear tire pressure was dropped to 17 psi. Tim launched, and I mean LAUNCHED, White Zombie off the blocks with both front tires about 3-4 inches off the ground that brought a big WHOA!!!! from the crowd! How's a 1.64 second 60 ft. time sound? How about an insane 7.76 1/8th mile? And, how 'bout that 12.424 ET?"

    (9) "On just 2/3 charge level in the pack, the 60 ft. mark was still the best ever at a scorching 1.611! The 1/8 mile time was down a pinch at 7.602, but the speed was almost 88 mph, at 87.87 mph, the fastest ever through the 1/8 mile marker. The quarter mile ET was also the best ever at 12.151 @ 106.25 mph...the quickest and fastest a street legal door slammer electric has ever run, and the final reset of the SC/A class world record. After driving to the track, kicking butt on V8s all night with high octain fast charges and extreme discharges from the Hawker AeroBatteries through the Zilla Z2K into that custom Siamese 8 motor and down the aluminum driveshaft to that killer Dutchman rear end setup...everything worked perfectly, no arcing, no sparking, no snapped axles, no blown controller, no blown batteries, and a motor who's brushes and coms looked like they had just taken a 35 mph cruise through a neighborhood! We did the final charge and simply drove home."

    ---------------------------------------- 2006 EARLY VERSION ----------------------------------------

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    February 2006, PIR

  • Motor:

    'Siamese 8' dual armature with selectable series/parallel wiring.

  • Drive type:

    Direct drive. No reverse.

  • Driveshaft:

    Single piece all aluminum driveline from 'Inland Empire Drivelines'. Driveline loop.

  • Rear axle:

    Dutchman heavy duty Street-strip Ford nine inch rear axle setup with 31 spline racing axles, 4:57 gears and Detroit locker. Air shocks & traction bars.

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset and BF Goodrich 'TA Drag Radials' (24" dia.)

  • Batteries:

    29, 12 volt, 24.5 lb. Hawker 'Aerobatteries' 26 ahr @ 348V nominal, 710 lbs. total pack weight.

  • Controller:

    Zilla Z2k 2000 amp controller with Hairball interface. Programable automatic series-parallel contactor control. Quick-pull emergency disconnect.

  • 12 volt system:

    16 ahr Hawker Genesis 12V battery. No DC-DC - external charging required. 50 amp 12V port in rear with removable Exide Orbital 50 ahr battery.

  • Other Mods:

    Modified traction bars by adding a new weldment to lengthen them and help put the snubber end further forward to reduce spring wind-up. The snubbers now hit right under the leading spring eye pivot.

  • Car weight:

    2440 lbs. race weight (est)
  • Races and EVents

    2-1-2006 White Zombie becomes 1st electric car ever under 'Featured Drag Racing Timeslips' at Dragtimes.com

    2-17-2006 White Zombie on display at Portland 'Rod & Custom' show. (left) White Zombie draws a constant crowd. (center) Zombie getting judged. (right) Tim Brehm with the 1st place trophy for the 'Unlimited Competition' class:

    2-25-2006 Raced the cops at PIR (still at 348V). For more pictures click on the 'Photos' button, or click on the 'Videos' button to watch all that day's cops vs Zombie action:

  • Carnage:

    Strong launches cracked Ford nine inch case at pinion.

  • Plasmaboy Quotes:

    (1) Rod & Custom show..."White Zombie beat all contenders in the 'Unlimited Race' category and won the first place trophy."

    (2) Racing the cops..."So here it is, Plasma Boy in White Zombie lined up with a Sherriff in a Ford Crown Vic cop car with performance chip and revised suspension...I'm ready to smoke Smokey! There's no staging lights or christmas tree, only another cop yelling ready, set, GO! The cop car ignites both rear tires, its V8 roars, and he takes off fairly impressively. I wait a second or so, then nail the Zombie, also lighting up both rear tires, more than I want to with a not-so-impressive launch. I easily catch the cop car at about 70 mph or so, right as the Zilla decides it's time to shift from series to parallel. With the Siamese 8 now humping at full boil White Zombie jerks ahead of the cop as I extend my arm out the window and wave 'Bye Bye' to the cop. At 100+ mph, I'm at least 10 car lengths ahead of the cop. Sherriff Fred turns on his lights and siren behind me and for probably the only time I'll ever be able to, I totally disobey him and continue to elude! This is more fun, than any human should be allowed to have!"

    (3) "I drive this car on the street, and other than its sticker-covered exterior, it looks like a stock Datsun 1200 economy car...OK, maybe that BIG 'ol ford nine inch diff. stuffed under the back looks a bit 'hotrod'when viewed from behind :-) .... and things like the wipers, horn, turn signals, etc, are in working order. I've done my best to keep this car as close to stock as possible. The electric motor is right where it's stock gas engine used to be, and the rear tires and axle are right where they are supposed to be for a Datsun 1200 sedan. I've kept the factory dash, and most all of the upholstery with the exception of the rear seat to make room for batteries (a mod that many regular street conversions employ), and have even 'added' things that a stock 1200 sedan didn't come with, such as carpets (they came with cheap vinyl mats instead), carpeted kick panels, etc. It has all of its original door panels, rear side panels, and stock roll-up window glass. 1200s are now 32 years old (the last model was the '73 1200) and finding stock front seats is next to impossible, so I went with lighter racing seats up front. It also has absolutely no obvious body modifications at all and has the stock bumpers. I did redo the sunken spare tire well in the trunk, replacing the stock kidney-shaped well with a new one we fabricated and welded in place that better accommodates batteries...a mod many do when constructing everyday conversions. With these exceptions, the car has not been intentionally gutted in any way."

    (4) "As to sponsorship...that word 'creativity' comes back into play. You have to be creative to come up with a vehicle and concept that catches the attention of battery manufactures, motor manufactures, or controller-charger builders. I believe that anyone can get sponsorship for their EV, but it certainly won't just get handed to you. You have to be unique in some regard (merely having a powerful and quick electric vehicle can not fill this requirement), you have to put pride and integrity into the vehicle to make it something a sponsor would feel good about having their name and products associated with, and then, well...you have to deliver!"

    ---------------------------------------- 2006 MID VERSION ----------------------------------------

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    June 2006, PIR

    "Having assembled a few motors that made in the neighborhood of 500hp and having grown up around drag racing, I am no stranger to high-performance vehicles, but I don't think I have ever driven anything that pulled so hard the first hundred feet...you really have to hang on tight! A (expletive) Rocket!"

    (Quote from Roy LeMeur, NEDRA Northwest Regional Director, after driving White Zombie.)

  • Motor:

    'Siamese 8' dual armature with selectable series/parallel wiring & field weakening. (photo by Daniel Marsh):

  • Drive type:

    Direct drive. No reverse.

  • Driveshaft:

    Single piece all aluminum driveline from 'Inland Empire Drivelines'. Driveline loop.

  • Rear axle:

    Dutchman heavy duty Street-strip, 31 spline racing axles. Installed new rebuilt Ford 9 inch differential with Detroit locker. Gear ratio change from 4:57 to a taller 4:11

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset and BF Goodrich 'TA Drag Radials' (24" dia.)

  • Batteries:

    Enersys (Hawker) and Aerobatteries continue with their EV drag racing support as a fresh shipment of batteries arrive for the 2006 racing season:

    Removed the one year old 2005 season pack and installed a fresh pack of the same model 12 volt 26 ahr Hawker 'Aerobatteries', but added one more for a total of 30 batteries, raising the pack from 348V to an even loftier 360V! Total pack weight now at 735 lbs. The rear seat area tray and the sunken trunk tray were already stuffed full with no extra space for one more battery, so the 30th battery went to the area used during past changes to the car, the aluminum shelf just behind the rear seat back bulkhead. You can see the 30th battery in the photos below:

  • Controller:

    Zilla Z2k 2000 amp controller with Hairball interface. Programable automatic series-parallel contactor control. Quick-pull emergency disconnect.

  • 12 volt system:

    Replaced the 16 ahr Hawker Genesis 12V battery with a new 16 ahr Hawker Aerobatteries type based on the same model. Retained the 12V port in trunk for connection to the removable Orbital Blue Top 12V booster battery (used up through June) for nighttime drives to and from the track. Due to the 30th traction battery location, the Orbital battery was relocated and secured to left side of trunk foor.

    In July a specially made 40 amp DC-DC converter, based on a Vicor DC-DC module, was put together by Chris Brune. (below left) The driver's side controller/contactor/throttle pot mount before the new DC-DC was installed. (below right) The revised mount with the new DC-DC and associated components:

    The heavy portable Orbital was no longer needed. The 16 ahr Hawker Aerobatteries 12V battery remained as the 12V system back-up.

  • Other Mods:

    Field weakening added with twin 300 amp GE contactors and activated via steering wheel thumb button. (below left) In preparation for the field weakening contactors, a new aluminum mount was created and added adjacent to the motor. (below right) The completed field weakening circuit:

  • Car weight:

    2450 lbs. (est)
  • Races and EVents

    5-13-2006 White Zombie travels to Chicago area for the 'High Voltage Nationals'...rained out, no runs. Click the 'Photos' button at the home page, then advance to page 2, then select 'White Zombie Road Trip' for lots of photos from the Chicago trip. (below) Due to the wet pavement the front tires were not able to hold back the force of the traction tires, so we blocked the fronts at a Pep Boys parking lot in order to do a few burnoffs for the crowd.:

    6-3-2006 Saturday night PIR street drags...best ET ~12.4

    6-24-2006 'Gasless on Greenwood' car show in Seattle...White Zombie & drag racing videos displayed at this big car show. (below left photo by Steven Lough, below right photo by Daniel Marsh) :

    6-30-2006 Friday night PIR street drags...best ET 12.350 @ 104.73 mph

    7-12-2006 White Zombie on display in Portland at 'Who Killed the Electric Car?' movie premiere.

    7-29-2006 'Electric Breakfast'...White Zombie on display and David Brill from Australia's SBS Dateline on hand as he writes the story that will include the EV races.

    7-29-2006 'Wayland Invitational II'...best ET ~ 12.3, worse run when coasting across finish the line after battery blew up...12.9 @ 81 mph.

    (below) At the Wayland EV Juice Bar, three Northwest Handling Systems mechanics check out Cafe Electric's hot twin motor Porsche 914...evidently, you have to have a gotee in order to work on forklifts! From left to right...Steve Starks who drove the electric Porsche at the track that night, Tim Brehm, and the vacationing Dave Burkhart:

    (below left) In the pits with NEDRA dag racers and their machines. (below center) David Brill among the fast machines. (below right) The array of powerful Manzanita Micro chargers that kept all the electric drag machines juiced-up::

  • Carnage:

    (1) High speed vibration at 6-3-06 races

    (2) Gassing batteries at 6-30-06 races

    (3) The Vicor module in the new DC-DC converter blew up after a fun night with Chris Paine at the Portland movie premere.

    (4) Blown (open circuited) battery on 7-29 on the last run. The photo below isn't pretty in any sense. At tech-in they noted we didn't have a separating piece between the trunk area and the rear seat area, so in a last minute 'mod' we installed a tacky-looking piece of red corrigated plastic sheeting held in with contrasting green duct tape...nice! Hey, it worked. You can see the effects of the blown battery and the bypassing cable we added around it. Also note, that the center hold-down bracket for the pack is missing...it was after the races and just a bandaid fix so we could drive the car home:

  • Plasmaboy Quotes:

    (1) March 25, 2006..."I'm happy to report that today, a pallet of 30 brand new Hawker AeroBatteries arrived. I want to publicly thank Hawker, and especially Dick Brown of AeroBatteries for their unwavering support! Dick's enthusiasm over our racing efforts has been awesome, and Hawker has been very generous in their sponsorship. With a brand new pack and the other mods we've got planned, 2006 should be a fast year for Plasma Boy Racing!"

    (2) "The new pack of Aerobatteries are being installed today, but this time there'll be 30 of them, not the regular 29. Though the Zilla tops out at 348V nominal, it's the 'nominal' part we're dancing around. Assuming a pack at 360V can rise to 450V under charge with each battery peaking at 15V, to keep in the safe operating area of 'under 450V', the max nominal pack recommended is 29 batteries at 348V. We're pushing things though and are going with 30 batteries and will do 'charging things' in a certain way to stay out of trouble. I do not recommend that others try this with their street Zilla powered EVs, but hey, this is racing and if we can push something a bit to go quicker and faster, than so be it. Other changes to the car include the high rpm field weakening circuit that's nearly completed, and the still-to-be-done gear ratio change to a taller 4:11 over the present 4:57 ratio. Hopefully, our killer hole shot won't go away with all that low end torque we have on tap, and the taller gear set will keep the car in series mode longer for an even quicker 1/8 mile time than the present best 1/8th mile of 7.59 seconds."

    (3) "White Zombie runs with a 4:57 ratio and smallish (but big for a Datsun 1200) 24" diameter rear tires. It still hits 106 mph in the 1/4 mile due to its expertly crafted 8 inch Siamese motor spinning at around 6800 rpm with so far, no apparent damage from high rpm (fingers still crossed) I am planning on a rear ratio change to in fact, a 4:11 to allow the car to hit 115-120 mph and stay within a safe rpm range. I believe there's enough off-line torque, so that the taller gear set will not detract from the 1.59 60 ft. time it presently does with the 4:57 ratio."

    (4)(4) "Tired of wimpy high 12 stuff, we cranked up the battery current to 1000 amps and raised the series mode current limit to 1800 amps. Ahhhh...much better! In fact, had we not 'experimented' with field weakening (slowed the acceleration down and caused an interesting light show), the run would have been even quicker. White Zombie ran a quick 12.4-something @ 101-something mph. PIR's printer was nearly out of ink, so much so that the time slips have faded to white days later..."

    (5) June 30th PIR races..."White Zombie was lined up next to a very loud V8 muscle car, a green Chevy El Camino with a built 350 cid V8. This bad ass machine had fat drag slicks in back and its heavily cammed V8 lumped and thumped at idle in true muscle car fashion. At the burnout pits the Chevy did a ferocious burnout that had the crowd's attention immediately...all the while I drove around the water pit and waited for him to end his testosterone fueled display of power. The El Camino driver was serving notice that the little 'ol Datsun next to him was going to get blown away, and he was jabbing the throttle making the car jump...the car acted much like a bull does as he snorts and claws the dirt. The El Camino 'did' sound and look as if it could kick my Datsun's butt. I would later hear that some of the younger dudes who knew my car had put their money on the Zombie. We staged as the announcer told everyone that the little white Datsun was an electric car. Then the tree's lights sequenced down...yellow, yellow, yellow (floor the accelerator)...Green!...Wheels lift, nose in the air, my neck snapped back, and the race was on! The El Camino's V8 roared and shook my guts, but the sound faded as he couldn't stay with the Zombie. The run felt strong and the Zombie pulled hard, then the parallel up-shift happened accompanied by a brief rear end swing as the drag radials broke loose then grabbed. I could still hear the El Camino at full boil, but I could also see him in my rear view mirror :-) The best part for me, is that this poor muscle head dude had to read the 'SUCK AMPS' plastered across the Zombie's rear window all the way down the track as he was getting whupped by a little 'ol Datsun with a bunch of batteries! The finish line reader boards said it all....El Camino 13.091 @ 100.75 mph - White Zombie 12.524 @ 101.76 mph!"

    (6) June 30th PIR races..."Man, those 11's are hard to get! White Zombie did the usual job of stunning those unfamiliar with today's level of electric car performance, and yes, I toasted a built El Camino muscle car, beat another muscle car, beat a 12 second 4 wheel drive turboed Sube ricer, and held my own (but lost) with two pro stock cars, but nope, no 11-anything...just low 12's. I guess having an electric street legal sedan that 'only' runs 12.3 @ 100+ mph consistently (all 5 runs were 100+ mph, with the average at 103 mph) aint all that bad :-)"

    (7) Post-June 30th PIR races..."I'm rethinking the current stack of 30, 26 ahr, 24 lb. Hawker Aerobatteries. I remember back to 2000 when I ran a 378 lb. 336V pack of the half-sized Hawker 16 EP models, 16 ahr 13.5 lb. little bricks of power that could deliver 750 amps during low 13 second runs, over, and over. At 750 amps each battery would sag to ~6.9V (going off analog gauges in the car). A double string of 30 of these for 60 total batteries would make a 360V pack that weighs about 90 lbs. more. This pack would sag less than the current packs does at 1000 amps, while cranking out a whopping 1500 battery amps! Assuming a conservative 6.5V per battery of initial sag, the pack would kneel to 195V at 1500 amps for 295 kw (395 hp) of power giving 65 more hp than the current pack of 26 ahr batteries do."

    (8) On 'Who Killed the Electric Car' movie premiere and meeting director Chris Paine..."We chatted for perhaps 10 minutes before he said to me, "Oh, by the way, I'm Chris" (as he gives me a firm hand shake). I was pretty embarrassed that I had not recognized him. We migrated over to White Zombie, where his face erupted into a very big EV grin as he took in its 'racing attitude'. I told him Rod Wilde had asked me to present him with a pair of rubber shorts to prepare him for his Zombie ride, but Chris' wit was readily apparent when he instantly quipped back, "Oh that's OK, I've already got them on...wear them all the time."

    (9) Wayland Invitational II..."On the Zombie's last run at last Night's 'Wayland Invitational II', after a nearly out-of-control crowd-roaring monstrous sideways burnout, Tim Brehm powered White Zombie off the line with both front wheels up, the car twisting and getting crazy mid-air-then returning to the ground tearing up the track in what looked like what could have been a high 11 second run, but then he blew up a battery right after passing through the 1/8th mile marker. Get this....coasting with no power for nearly an 1/8th mile to cross the 1/4 mile finish line, White Zombie still managed a 12.9 @ 81 mph!"

    ---------------------------------------- 2006 LATE VERSION ----------------------------------------

    back to the top

    Plasma Boy behind the wheel of White Zombie heating up the tires for a run.

  • Motor:

    'Siamese 8' dual armature with selectable series/parallel wiring.

  • Drive type:

    Direct drive. Electric reverse added with Albright SW200 front motor field control contactor and twin 300 amp GE contactors (previously used for the field weakening) for high current reverse capabilities:

  • Driveshaft:

    Single piece all aluminum driveline from 'Inland Empire Drivelines'. Driveline loop.

  • Rear axle:

    Dutchman heavy duty Street-strip Ford nine inch rear axle setup with 31 spline racing axles, 4:11 gears and Detroit locker. Air shocks & traction bars.

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset. New version BF Goodrich 'G Force Drag Radials' (24" dia.)

    Dismounted the old worn-out BF Goodrich 'TA Drag Radials' and mounted-up the new 'G Force' versions with the all new tread pattern, said to improve the already tremendous grip of these street drag radials.

  • Batteries:

    30, 12 volt 26 ahr Hawker 'Aerobatteries' @ 360V nominal and 735 lbs. total pack weight. Near full charge, the dash Emeter keeps track of the voltage rise at night:

  • Controller:

    Zilla Z2k 2000 amp controller with Hairball interface. Programable automatic series-parallel contactor control. Quick-pull emergency disconnect. Removed the noisy RV style water pump pump (left) and installed a small submersible aquarium pump inside the water tank. (right) A small 75 watt inverter provides the 120 vac to run the nearly silent pump:

  • 12 volt system:

    The 40 amp DC-DC converter was rebuilt and re-installed. The 16 ahr Hawker Aerobatteries 12V battery remained as the 12V system back-up.
  • Other Mods:

    (1) Field weakening deleated.

    (2) New cover built & installed for the rear seatback bulkhead.

    (3) All new under-hood signal control wiring to clean up the cluttered look of all the last minute added harnesses here and there. New relay pack added to facilitate electric reverse and other features through the Hairball Interface:

  • Car weight:

    2470 lbs. (est)
  • Races and EVents

    8-25 & 8-26-2006 'Late Night Nationals' two day EVent at PIR...best ET 12.308 @ 104.20 and new class PS/A3 world record! (below left) The new Manzanita Micro 'PFC50X' - specially set up for Plasma Boy at 75 amps capability, and the mains power distribution panel that taps into PIR's 3 phase 240 vac. (below right) White Zombie, with Otmar's quick 914 Porsche in the background, heats up the BF Goodrich drag radials as daylight fades into night:

    (below left) Every year at race time, the front yard at the Wayland EV juice bar is strewn with EVs. (below center) Midday between wrenching on EV race cars, electric car friends relax in the Wayland backyard. (below right) Seattle Electric Vehicle Association's president Steve Lough takes a break with some veggies & dip:

    8-24 thru 8-27 'Car & Driver Magazine' covers the Late Night Nationals EV drag races to be part of an electric drag racing feature article in the magazine. (below left) Friday night trackside at PIR, Otmar Ebenhoech sucks up to Car and Driver's Ted West. (below center) Ted's turn behind the wheel of White Zombie produced low 12 second runs! Seen here, his race against a built 351 V8 Mustang. (below right) Saturday night at PIR, Ted discusses driving techniques with Tim Brehm.

    8-26-2006 'Electric Breakfast"... (below left) Marquis at the Village Inn restaurant welcoming all EV race fans. (below center) Car and Driver's photographer Morgan Segal and writer Ted West hang out with the electric drag racers. (below right) The Village Inn cooked up lots of great food:

    8-26-2006 'The Oregonian' newspaper runs article 'Electric Drag Racer shocks Disbelievers' featuring White Zombie.

    8-31 thru 9-2-2006 White Zombie on display in the Midwest at the 'RPM Tradeshow' in Indianapolis.

    9-13-2006 'Portland Tribune' newspaper runs 'Gentlemen, Unplug your Engines' featuring White Zombie.

    9-14-2006 First airing of 'SBS Dateline' featuring White Zombie drag racing footage. Plasma Boy's EVs are featured at the end of this nicely produced video, but the entire clip is worth watching. The final drag track footage shows White Zombie wasting a V8 Mustang:

  • Carnage:

    (1) Blown fuses on reverse circuit due to shorted contactor coil snubber

    (2) Blown (open circuited) battery on 8-26 on the last run of the night

  • Plasmaboy Quotes:

    (1) Oregonian sports writer Doug Binder's ride in White Zombie..."I'd been trying to explain to him the way the car launches from rest and how even against really powerful gas cars known to run 0-60 in 4 seconds or so, my EV is 4-5 car lengths ahead of them at 60 mph. I told him the Zombie's 0-60 time is estimated to be somewhere in the mid 3's. He evidently, had no idea what the car would really be like. It was a hot day, so the recently repaved asphalt was warm and sticky. We rounded a corner and just when I had straightened out the Zombie and was rolling at about 5 mph, I planted my right foot down hard! Instead of the usual 100 feet of constant wheel spin and copious tire smoke, the damn thing simply stuck and did a wheel stand, instantly slamming the poor guy into his seat as both his eyes were big as saucers as he was now looking through the windshield at the sky instead of the road. When the front end came back down, it unloaded the rear tires a bit and they were breaking loose and squealing as we rushed up to speed. It was about the best power demo I could have hoped for! He was at the same time, in a state of shock, scared absolutely sh....tless, and yet, had the biggest EV grin I think I've ever seen. He told me he had never, ever been in a car that accelerated like that...ever, and said it was more like an amusement park ride :-)"

    (2) "A couple of weeks ago I gave an interview with 'The Oregonian', Oregon's largest newspaper, and Tim and I took time for a second day's photo session, too. The deal was, that we'd give our time, if the paper would run the article in the Thursday edition of the sports page prior to the Late Night Drags races, for the obvious reason to help promote the races and draw in folks who might otherwise not know about them. We were told the article was scheduled for Thursday's paper. Well, Thursday came and went, so did Friday...nothing in the paper, and a huge disappointment for us. Of course, when it was too late to help us, the article appeared in the Saturday paper, the day of the last night of racing :-( It's unfortunate, too, as it is a pretty positive article that had a nice largish photo of White Zombie looking pretty bad-ass with a backdrop of tire smoke."

    (3) Car and Driver magazine's Ted West..."Tim warmed-up the Zombie with two 12 second runs, then it was Car and Driver's Ted West's turn. The nervous journalist received last minute instructions from Tim and I on the best launching techniques and what to expect before he was strapped into the electric Datsun from Hell and sent out to the track. First run...12.6 even after letting off the throttle too early with the finish line still ahead of him. With his head hanging in shame, he vowed not to repeat the error and delivered a smack-down 12.3 @ 103 mph second run. Third run 12.3 @ 102 mph. This last run Ted lifted both front tires about 4 inches off the ground immediately, so the front wheels were stationary and not rotating for about 40 feet...a very cool looking power-launch! Earlier this year, Car and Driver road tested a new 500+ hp V10 Dodge Viper that turned a 12.5 ET, so it's now fairly official from the magazine's perspective, that an electric street sedan runs a quicker 1/4 mile! One additional stat...White Zombie ran 12's on all runs defeating every gasser challenge of the night."

    (4) On adding reverse..."I reverse the front motor section only while the rear motor section is off line and is just along for the ride. Here's how it gets done...I replaced the beefy 4/0 external field-to-armature cable connection (~ 1ft. long) on the front motor section, with two short 4/0 cables and an SW200 Albright contactor with a single set of contact tips normally open (NO), the same model as the three I use for the series/parallel switchers. This 4th SW200 is inserted between the field and armature of the front motor section's field-to-armature series connection. With it energized and pulled in, I can still operate the Siamese 8 motor as I had been doing. By opening this 'field contactor' however, the front motor section can now be reconfigured for reverse via a set of 300 amp GE single pole NO contactors. These are the same heavy duty contactors I had installed and experimented with for field weakening. The other 'control logic' circuit uses the Hairball's great set of convenience and safety features including the 'roll detect' circuit that prevents catastrophic reversing of the motors during an apposing direction under detectable rpm. I wanted a true 'Neutral' direction position with the dash mounted three position toggle switch, so that nothing can run when the switch is in neutral. I also wanted all the fault code options intact....etc. etc. The control logic job was intense and installed across the reversing contactor coils couldn't handle the inductive kick-back and failed in a shorted condition! Once we figured that out though, reverse was available at the mere flip of a switch...beautiful!"

    (5) More on the new reverse system..."I'm very pleased with the setup I decided to go with. I have all the flexibility and functions of the Hairball including full protection against accidentally selecting an opposing direction under any kind of travel speed, the reverse is silky smooth, and as a bonus I've got up to 2000 amps of power just in case I need to do a reverse burnout :-)"

    (6) On '07 racing plans..."Though we had a lot of fun racing this year, team Plasma Boy failed to hit our goal of cracking the 11's. The Siamese 8 motor, the Zilla control system, and the Dutchman drive train deliver power effortlessly and reliably, but we feel the car is battery limited in terms of the amount of total hp available. Consistently running low 12's isn't too bad, and we did get a good deal of media attention that can only help the image of EVs...still, we're not satisfied and are determined to do better in '07!"

    ---------------------------------------- 2007 EARLY VERSION ----------------------------------------

    back to the top

    March 2007, PIR - 12.161 @ 106.59 mph ET

    Photo courtesy of Carol Brown (photogal@iglide.net)

    "White Zombie is a real 'sleeper', as one would never guess how fast it can go and someone might underestimate it's abilities. It's small, unassuming appearance doesn't readily give any clue to it's speed! The little white Datsun really stands out against all of the big muscle cars."

    (Quote from Carol Brown, PIR track photographer)

  • Motor:

    'Siamese 8' dual armature with selectable series/parallel wiring. Since the Siamese 8 was first designed and installed in early 2005 (lower left), there have been many changes to the Zombie's under-hood area: (lower right)

  • Drive type:

    Direct drive. Electric reverse.

  • Driveshaft:

    Single piece all aluminum driveline from 'Inland Empire Drivelines'. Driveline loop.

  • Rear axle:

    Dutchman heavy duty Street-strip Ford nine inch rear axle setup with 31 spline racing axles, 4:11 gears and Detroit locker. Air shocks & traction bars.

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 175/50/13 Nitto Exit GS radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset. BF Goodrich 'G Force Drag Radials' (24" dia.)

  • Batteries:

    Battery pack change from the previous 30, 12 volt 26 ahr, 24.5 lb. Hawker 'Aerobatteries' @ 360V nominal, to 60 of the new Enersys high current 'Genesis 12V 16XE' @ 16 ahr and 14.2 lbs. each. Total pack volts still at 360 (2 X 360V in parallel) and the combined weight of both packs at 852 lbs. (left) The new brick-shaped Genesis batteries are quite a bit smaller than the cube-shaped Aerobatteries. (right) Look familiar? The new Genesis batteries are the same size as the originals we used in the '98 - '02 version of White Zombie, only this time around they're orange and have been made even tougher than before. These little batteries make up to 40% MORE power lb. per lb. (750 amps max. from a 14 lb. battery vs 1000 amps from a 25 lb. battery) than the larger sized models they replace. The cube shaped 12V batteries weighed 25 lbs. each and dropped to ~ 6 volts @ 1000 amps (max safe draw before melt-down occurs), while two of the smaller 12V batteries wired in parallel weigh a bit more at 28 lbs. but only drop to ~ 7 volts and can make a whopping 1500 amps! (750 amps X two).

    (below left) The rear seat area battery pack that holds 36 of the total of 60 batteries...note the cool rear window reflection on the clear Lexan cover as viewed looking back through the car. (below center) Rear seat area pack as viewed from the passenger side rear window (below right) The trunk floor batteries installed with light but sturdy hold-down brackets that secure the batteries in place:

  • Controller:

    Zilla Z2k 2000 amp controller with Hairball interface. Programable automatic series-parallel contactor control. Quick-pull emergency disconnect. A small inverter provides 120 vac to run a nearly silent AC aquarium pump inside a windshield washer tank for liquid cooling of the controller.

  • 12 volt system:

    Custom 40 amp DC-DC converter. 16 ahr Hawker Aerobatteries 12V battery as the 12V system back-up.
  • Other Mods:

    (1) Removed the rear 12V port and portable Orbital 12V system backup supply option.

    (2) Redesigned and built all new battery compartments for the new 60-battery system. Shown below is metal expert Marko Mongillo and the build process of the new ulta-light weight rear seat area battery compartment. The final box (not shown) has a thin sheet of aluminum over the open floor section to seal the chamber from the passenger compartment and a clear Lexan protective top cover. To help keep the car from wheel standing any higher than it has, more battery weight has been shifted ahead of the rear axle by installing 36 of the total of 60 batteries in this compartment. As seen above, the other 24 batteries are located in the sunken trunk well.

    We were able to clean up and re-use most of the old copper bus bars saved from the '98 -'02 version that ran with a single string of 28 little Genesis batteries (336v), but with this new double string of 30 of the new Genesis batteries, more than double that amount was needed. Additionally, the completely different orientation of the batteries in two separate containers meant that more of the 'cross-over' specially bent and shaped size bars would need to be built (left). (center) Box of extra bars we made. (right) Completed split trunk battery pack (2 X 144V) with bus bars and power cables. Note the dual positive and negative 2/0 leads. The positive leads are 2/0 orange instead of red, as they are not 'positive most' and are inter-connect cables going forward to the rear seat split pack (2 X 216V):

    The twin negative leads in the left photo below are the 'negative most' of both 360V packs and tie together at a power stud where the 4/0 negative power cable takes the juice forward to the controller. The right photo below is a close-up look at the two 'positive most' cables that exit rearward from the rear seat pack and connect to the twin EV250 Kilovac contactors. Note that there are insulating grommets, plus thick heat shrink that protect the cables as they pass through the aluminum. The contactors keep the twin 360V packs separated while the keyswitch is in the 'off' position, or when the keyswitch is 'on' but the rear bumper mounted exterior safety on-off switch is in the 'off' position. If the keyswitch is 'on' and the safety switch is also 'on', the contactors pull in and tie the two pack positives together through fuses connected to the battery pack shunts. The orange 4/0 positive cable connected on the other side of the shunts runs forward to the emergency disconnect, then onto the motor controller:

    (3) Removed the previous single 175 amp Anderson charge port (left) and replaced it with dual 50 amp Anderson connectors (center), one for each 360 volt pack. (right) When the charge cable is plugged into the ports, it automatically parallels the two packs together for charging:

    (4) Re-wired all the 12V system and signal wiring in the car for a much cleaner and more reliable design.

    (5) Extensive weight reductions in all areas, especially the battery compartments.

  • Car weight:

    2580 lbs. (weighed on digital scales 5-17-07)
  • Races and EVents

    2-7-07 'Northwest Z' club meeting...White Zombie on display at the Wilsonville, OR Izzy's Pizza place where the monthly Z Car club holds their meetings. Plasma Boy and driver Tim Brehm are the scheduled guest speakers.

    3-2 thru 3-4-07 '51st Portland Roadster Show'...White Zombie on display at this over-the-top hotrod show. (left) The show organizer positioned White Zombie right at the entrance to the show! (right) A closer look at the display we had set up:

    For more pictures, click on the 'Photos' button, then select 'White Zombie featured at Portland Roadster Show'. (below) Tim Brehm with the 1st place trophy White Zombie took for 'Bracket Racer Electric':

    3-18-07 'NHRA Winter Opener Drags at PIR'...White Zombie makes it maiden runs on the new twin 360V pack of Genesis batteries and resets the PS/A3 world record with a 12.161 @ 106.59 mph pass. (below left) Tim and Zombie lined up in the Pro lane. (below center) This terrific burnout shot was taken by PIR's favorite photographer Carol Brown. (below right) Tim and a couple of new drag racing friends we met after the last run of the night.

    We nailed that 12.161 with the controller's battery current limit adjusted to restrict the maximum current drawn from the pack to 1000 amps (500 amps from each battery) for the initial break-in...in subsequent races, the pack will be gradually cranked up to its max of 1500 amps (750 amps from each battery).

    4-1-07 'May issue of Car and Driver Magazine Features White Zombie' (http://www.caranddriver.com/features/all/2007/>batteries_included_feature)... (below left) The much anticipated story by C & D writer Ted West about his night 1/4 mile drag racing White Zombie against the gas cars, hits the stands. We even got a small mention on the cover...see highlighted circle area. (below center) The opening photo with Tim Brehm boiling the hides. (below right) From the printed version of the magazine story showing writer Ted West getting slammed back against the seat. The internet version had this different caption, "Under ferocious acceleration - 772 pound-feet of torque under the pedal - the author canšt seem to hold his chin down". Both terrific photos were shot by pro photograhper Morgan Segal:

    From the behind-the-scenes trivia files.... The small inset photo (center above) showing the end of a motor controller and its power cables from the opening page of the Car and Driver story (shown enlarged in the below left photo) is from Jay Donaway's show quality Ghia project. The immaculately detailed machine was on display as a work-in-progress at the '06 'Electric Breakfast' that was part of the two day racing action of the 'Late Night Nationals'. The controller is none other than White Zombie's original 'Godzilla' 1400 amp controller. If you look closely, you can see that a ring type terminal connector at one of the controller's lugs, is new, un-crimped, and not attached to a cable yet. (below right) Plasma Boy had his digital camera handy and took a picture of C & D photgrapher Morgan Segal taking the picture that appeared in the magazine!

    5-15-07 'White Zombie featured on Vinny's Garage'...In an exciting interview, Plasma Boy and White Zombie are the feature story of Vinny's podcast #19 (http://www.vinnysgarage.com/)

    6-23-2007 'Gasless on Greenwood' car show in Seattle...White Zombie & drag racing videos on display at this wild hotrod show that attracts more than 15,000 car fans. Here's Plasma Boy himself with his trusty steed:

    6-29-07 'PIR Late Night Drag Races'...With its freshly rebuilt Siamese 8 motor advanced from its previous 10 degrees to a more aggressive 15 degrees, but with no other changes and the controller battery limit still set to 1000 amps (up to 1500 amps available), White Zombie became the first street legal street bodied electric car to break into the 11s with a new world record run of 11.948 @ 109.75 mph! (below left) The last run of the night was a grudge match between White Zombie and the icon of the muscle car, a '64 Pontiac Tempest (think GTO) stuffed from fender to fender with a massive 455 cid V8. The badass orange machine ran a strong 12.5 @ 108 mph but it was no match for White Zombie's second dip into the 11s where the 360 volt electric car clocked an 11.960 @ 110 mph! (below right) To quote Wall Street Journal's John Fialko when commenting about the Pontiac's power plant, "an acre of motor under the hood".

    Carnage:

    (1) At the 3-18-07 races, damage was done to the rear motor section of the Siamese 8 after a high voltage high rpm flash-over fireball incident. Tim wisely aborted the last run of the day after a super quick 7.511 1/8 mile beginning. Getting off the throttle at the 2/3 point down the track and coasting down to just 94 mph (trap speeds had been near 107 mph) still netted a 12.2 second ET! (lower center) The black zorch marks on the outside lead to vaporized brush holders on the inside! (below right) And here's what 2000 amps at near 170 volts under load does to the brush rigging when 'bad ju ju' happens:

    Plasmaboy Quotes:

    2-18-07 On weight reductions..."The new pack would have added about 90 lbs. weight to the car, but careful attention to detail and lots of planning have cut that down considerably. This past week and weekend's efforts, along with Marko's metal shop expertise have produced all new battery compartments for the car. The previous rear seat area compartment weighed 34 lbs....the new one? Just 14 lbs.! The rear sunken trunk area tray with hold-downs weighed about 16 lbs....the new one? Just under 5 lbs.! We've trimmed more than 30 lbs. just in the battery compartments' redesign, and we're still not done with the weight reductions. How'd we do it? Instead of 3/16 thick aluminum and a basic box with thick pedestal mounts and such, we used thin sheet aluminum with lots of bends, creases, gussets, and supports. We also cut out material where we could and used lighter weight material in general. I'm still considering an aluminum Ford 9 inch casting that will trim up to 45 lbs. weight off that heavy rear end. It's entirely possible to get the car to weigh less than the previous version, even with 840 lbs. of hi pro lead in the car."

    3-21-07 On the first 1/4 mile runs of the year..."The feisty brick-sized Genesis batteries were still waking up when they slammed home a 12.308 @ 104.20! Whoa...a 12.3? At 104+ mph? On the second run? On still not warmed-up batteries? (below left) Tim was matched up against a primer grey '69 Chevy Nova with a built V8, and absolutely wasted it in front of lots of race fans. (below right - photo by Carol Brown) Mr. Brehm cuts a good light, the sticky G Force drag radials warp and refuse to let go of the pavement, the nose pulls up, and bye-bye Nova! The Chevy turned in a respectable 13.061 @ 101.37 mph against the much quicker electric Datsun.

    ------------ 2007 SPECIAL MID-SUMMER LITHIUM-ION VERSION-----------

    back to the top

    July 14th 2007, PIR - 11.466 @ 114.08 mph ET - best 60' 1.58 sec.

    Photo courtesy of Carol Brown (photogal@iglide.net)

    "One of the scariest-fastest cars I have ever been in! White Zombie is a great name for that car...I got out I was probably White as a ghost and felt like a Zombie!"

    (Quote from Derek Barger, a member of the Killacycle Racing Team, after his ride in White Zombie at PIR)

  • Motor:

    'Siamese 8' dual armature with selectable series/parallel wiring. Photo by Mark Fowler.

  • Drive type:

    Direct drive. Electric reverse.

  • Driveshaft:

    Single piece all aluminum driveline from 'Inland Empire Drivelines'. Driveline loop.

  • Rear axle:

    Dutchman heavy duty Street-strip Ford nine inch rear axle setup with 31 spline racing axles. Detroit locker. Air shocks & traction bars.

    In preparation for the July 13th & 14th races, we removed the 90 lb. steel differential:

    Replaced the heavy steel Ford 9 inch differential casting with a 'Strange Engineering' racing style aluminum differential, dropping 28 lbs. off the car's weight. (below) Dan of 'Dan's Gears' with the stock steel differential still intact next to the raw aluminum Strange casting, as he gets ready to set up the new unit:

    4:11 'Richmond Gear' brand gears pulled and changed to Strange Engineering brand 3:70 ratio:

    Here's the new aluminum differential all set up and ready to go back into the rear axle housing:

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset. The front Nitto radials were dismounted (see below in the 'Carnage' section for the reason why we had to do this) and new 185/55/13 Pireli P7 radials replaced them.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset. BF Goodrich 'G Force Drag Radials' (24" dia.)

  • Batteries:

    852 lb. Enersys lead acid battery pack temporarily removed:

    With both the back seat area pack and the trunk floor pack of lead acid batteries out of the car, the car was instantly 852 lbs. lighter! The spare pack of A123 lithium ion batteries from the electric drag bike 'Killacycle' was loaned to us for the Wayland Invitational III races (thanks to A123 Systems and the Killacycle team). It's hard to believe that this super compact sized 374 volt battery pack can belt out 1400 amps and has the same power as 850+ lbs. of lead acid batteries! (below) Tim Brehm and NW Handling Systems forklift tech Brad Allen install the lithium pack into the Zombie's trunk.

    (below left) The incredibly powerful lithium pack is made up of 880 small 'Life Savers' sized A123 brand cells, normally found inside the battery pack of the 36V (10 cells) DeWalt cordless drills. This is a close-up of some of the hundreds of white cylindrical cells inside the pack. Each cluster of 8 paralleled cells has their own circuit board battery management system (bms). (below center & right) Two views of the airline carry-on suitcase sized lithium pack and its additional piggy-back pack (at the left end of the main pack) that ran the entire car, shown nestled into the Zombie's trunk.

  • Controller:

    Zilla Z2k 2000 amp controller with Hairball interface. Programable automatic series-parallel contactor control. Quick-pull emergency disconnect.

  • 12 volt system:

    Custom 40 amp DC-DC converter. 16 ahr Hawker Aerobatteries 12V battery as the 12V system back-up.
  • Other Mods:

    (1) Made new 175 amp Anderson pigtail to accept the lithium pack's 175 amp Anderson output pigtail.

    (2) Created new aluminum flat plate (thanks to Marko Mongillo) and backing ribs to support the loaner lithium pack over the existing rear lead acid battery tray.

    (3) Removed all previous high current cables, except the two positive-most cables at the rear twin Kilovac contactors. Reconfigured cables to parallel the contactors and accept the positive-most cable from the lithium pack pigtail.

  • Car weight:

    1858 lbs. (calculated from carefully weighed removed & added items)
  • Races and EVents

    7-13-07 & 7-14-07 'Wayland Invitational III' PIR races. (Photos below by photo by Mark Fowler) A two man crew from the 'Speed records' show were at the Wayland EV juice bar on Friday during the day capturing all the pre-race action:

    (below left) The NEDRA banner, captured in this photo by Mark Fowler, welcomed all interested into our pit area. (below center & right) A beefy PFC 50 Manzanita Micro high voltage - high current charger patched into the PIR mains juices up the stout A123 Systems lithium ion pack in the Zombie (center photo by Carol Brown):

    (below left) White Zombie adorned with the action cam atop its roof stuns the burnout freaks as it boils out of the water pit. (below right) At the line in front of an excited crowd in the stands, ready to make a pass. Thanks to photographer friend Carol Brown for these great pictures:

    Tim Brehm and Plasma Boy pose with the 11 second lithium powered White Zombie...note PB's cool T shirt!:

    Saturday morning 7-14-07...'The Electric Breakfast' at the Village Inn. The Village Inn at 103rd & Stark in SE Portland is an EV friendly breakfast place that welcomes us each year. Below are few pictures that capture the flavor of this fun show & tell EVent:

    Saturday evening 7-14-07 at the Wayland Invitational III races... White Zombie sets a new 1/4 mile record for a street legal EV with an 11.466 @ 114.08 mph pass! White Zombie is the first street legal electric car to run a sub 11.5 ET. That great run got us thrown off the track (a badge of honor) for being too quick! White Zombie can't return to race until all the safety requirements for a sub 11.5 car are met...fire suit and roll bar time.

    Anyone still think electric cars are slow?

  • Carnage:

    (1) At the 7-13-07 Wayland Invitational III races, a stuck throttle at 110+ mph had Tim standing on the brakes as he reached for and pulled the emergency disconnect handle. (below left) Tim filed-down the front tires as he laid down 550 ft. of twin skid marks at the end of the PIR track (and perhaps in his shorts as well), destroying both front tires! (below right) PIR track officals told us it was the longest skid marks ever seen at the end of the strip!

    (2) This one definitely falls under the 'We blow things up, so you don't have to' category...On the second night at the Wayland Invitational III races, something happened that has never happened before, when the Zilla Z2K motor controller had a major power section failure! Cafe Electric is known for building the most powerful and most dependable DC motor controllers in the world, and most all of the quickest EVs use a mighty Zilla controller. Unbeliveably, fellow Datsun 1200 enthusiast David Gonzales was videoing Tim in White Zombie and captured the moment when it happened! (below left) The initial controller failure destroyed an Albright SW200's top end contact head and sent black smoke out the front of the car. You can see the splattered black debris field just ahead of the car. (below right) None other than Rich 'Madman Rudman' of Manazanita Micro reacts and helps to get the wounded Zombie out of the line-up and back to our pit area. Thanks to Otmar, designer and builder of the Zilla, and NW handling Systems' truck van stock of forklift contactors on board, we were able to swap in another Zilla and repair the partially destroyed contactor on the spot...media cameras captured the whole scene. We had the car fixed within an hour and went out to the track and ran our quickest passes ever!

    ------------------------------------ 2007 LATE VERSION-----------------------------------

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    August 23rd 2007, PIR

    Photo courtesy of Carol Brown (photogal@iglide.net)

    " The G forces at launch are incredible! When you hit the accelerator you have to aim that thing away from any and all obstacles, otherwise you're going to kill someone."

    (quote off Youtube comments section from an unknown electric car fan)

  • Motor:

    'Siamese 8' dual armature with selectable series/parallel wiring. (below) Motor bay viewed from passenger side fender area, firewall at left:

  • Drive type:

    Direct drive. Electric reverse.

  • Driveshaft:

    Single piece all aluminum driveline from 'Inland Empire Drivelines'. Driveline loop:

  • Rear axle:

    Dutchman heavy duty Street-strip Ford nine inch rear axle setup with 31 spline racing axles, air shocks & traction bars. Strange aluminum differential housing with Detroit locker. The tall 3:70 Strange gears from the previous light weight lithium-ion version were still installed and raced with at the 10th Annivesary NEDRA races. For the final races of the year, the Steet Warriorz EVent, the 3:70 gears were pulled and replaced with a lower ratio 4:11 gear set (Richmond Gear brand) to better handle the increased weight of this heavier lead acid pack w/roll cage version of the car.

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 185/50/13 Pirelli P7 radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset. BF Goodrich 'G Force Drag Radials' (24" dia.)

  • Batteries:

    The 'loaner A123 Systems lithium-ion' battery pack used in the special July version of the car was pulled and returned to the Killacycle team. We re-installed the previous pack of 60, Enersys high current 16 ahr @ 14.2 lbs. each lead acid batteries. Total pack volts 360 (2 X 360V in parallel) and the combined weight of both packs at 852 lbs.

  • Controller:

    Zilla Z2k 2000 amp controller with Hairball interface. Programable automatic series-parallel contactor control. Quick-pull emergency disconnect. A small inverter provides 120 vac to run a nearly silent AC aquarium pump inside a windshield washer tank for liquid cooling of the controller.

  • 12 volt system:

    Custom 40 amp DC-DC converter. 16 ahr Enersys 12V battery as the 12V system back-up.
  • Other Mods:

    (1) After going quicker than an 11.5, per NHRA and NEDRA rules, a roll bar system was installed. We decided to go the full 6 point style for the best protection and to also dramatically stiffen the car, but it added about 80 lbs. to the car. (below right) Forklift mechanic and coworker Kelly O'Donnell works around the roll bar to re-install the Enersys 12V modules:

  • Car weight:

    ~2652 lbs.
  • Races and EVents

    7-27-07 'Shock Jocks' in the Portland Tribune newspaper...a feature story about White Zombie and electric drag racing with color photos headlines the 'Accelerate Tribune' section of this newspaper.

    8-1-07...A story about White Zombie and Plasma Boy appears on the front page of 'The Wall Street Journal': "Electric cars are typically known for their fuel efficiency, not for their speed and muscle. But the White Zombie is breaking the mold and leaving conventional muscle cars in the dust" (http://www.youtube.com/watch?v=pQ6y9G5HRKc&NR=1)

    8-17 thru 8-18-07...'NEDRA 10th Anniversary Nationals' EVent at PIR in Portland. Zombie's best ET was Saturday night, with an 11.882 @ 109.58 mph. (below left) White Zombie in the pit area with cameras rolling from various groups of media present for the races. (below center) Getting the tires sticky first. (below right) White Zombie ready to take out a new Corvette:

    8-18-07...As part of the 10th Anniversary NEDRA races and following tradition, Saturday morning we all got together for the 'Electric Breakfast' at the Village Inn restaurant in Portland:

    8-18-07...White Zombie on 'America's Car Show'...Plasma Boy Interviewed by Thom Torbjornsen on his national radio show about White Zombie kicking butt at the drag track. PB left the above mentioned Electric Breakfast scene, driving his other Datsun 1200 electric car 'Blue Meanie' back to the Wayland EV Juice Bar to do the over-the-phone interview...he then returned to the restaurant.

    8-19-07...White Zombie and Plasma Boy featured at 'EV World' website.

    8-23-07...White Zombie at PIR's Wed. night 1/8th mile drags (photos by Carol Brown).

    8-25-07...'Street Warriorz' EVent at PIR in Portland...This was quite a big car show-racing scene! Check out Wil Christenen's (Plasma Boy's nephew) video sampler of this:

    8-31-07...White Zombie on 'The Lazy Environmentalist' radio show'...White Zombie's success at the drag track featured on satelite radio: "Who knew drag racing could go green? Josh Dorfman interviews "Plasma Boy" John Wayland, who is out to prove that electric cars can compete in power and speed with any other vehicles on the road today. His success points the way toward a future that is fun, fast and clean!" (http://www.lime.com/radio/the_lazy_environmentalist/audio/16043/electric_cars)

    9-1-07...'Motor Age' magazine runs feature story in 'Pit Pass' section about White Zombie and electric drag racing: "Saddle up 374 volts at 2000 amps and hang on for the ride of your life. For John Wayland, shop and life experience working with electric motors have brought both insight and innovation to the street and his sport. Wayland, owner of Plasma Boy Racing and an electric car drag racer..." (http://goliath.ecnext.com/coms2/gi_0199-7011674/Sucking-amps-PIT-PASS-CONVERSATIONS.html)

    9-23-07...'Speed Records' cable TV show features White Zombie's 11.555 1/4 mile run at PIR.

    10-11-07...White Zombie included in an Associated Press story...What started off as a Portland based story gets distributed world-wide and appears pretty much everywhere!

    11-25-07...The 'New York Times' runs a nationally distributed story about White Zombie and NEDRA electric drag racing.

    11-30-07...The 'Denver Post' runs a short story about White Zombie and Killacycle.

    12-17-07...White Zombie appears in 2007's year end issue of 'ESPN magazine'.

  • Carnage:

    At the Street Warriorz EVent during the highlighed race of the night against a red Z06 505 hp Vette, at the far end of the track after White Zombie had beat the super car all the way down the track, the Siamese 8 motor had a major failure when the front motor section's commutator bars lifted, creating brush bounce at high voltage and high current. Tim shut the car down as the Vette roared by at an incredible 123 mph with an 11.827 ET and the win, as White Zombie coasted across the finish line to a 12.074 ET and just 102 mph.

    Plasmaboy Quotes:

    ....cranking the Zilla's battery current limit up to the full 1500 max. available amps from the pack, we did manage to get two good runs in with an 11.97 @ 108.56 mph for our first run of the night (running an 11 for the first run of the night has never happened) and an 11.882 @ 109.58 mph for the final run we got in. The 11.8 was the quickest ET any street legal electric car has ever run on lead acid batteries! We still had the 3:70 gears in the car left over from last month's experiment with the lithium batteries. The 2580 lb. car's weight was dropped to just 1858 lbs. in July, and with the car being so light, even with tall 3:70 gears (and a current limit of 1400 amps) the 60 ft. time was an impressive 1.58 seconds. Tim and I reasoned that with the lead pack back in the car and the additional ~ 100 lbs. of the 6 point roll bar, that with the now ~ 2652 lb. curb weight (28 lbs. saved due to an aluminum rear end swap-in), that we should have put the 4:11 gears back in...we were right. The 60 ft. time, even with extra battery amps dialed in, suffered and went up to 1.74 seconds :-( We lost nearly 2/10 seconds right there, so it's reasonable to assume that had we put the 4:11 gears back in, that the 11.8 might have been an 11.6...not too bad, considering the car being nearly 2700 lbs.! The Enersys 14 lb. batteries (formerly Hawker) dished out the 750 amps each without any trauma whatsoever. We 'did' fan cool the packs between runs to keep them from fogging the Lexan covers, and it worked as planned.

    ------------------------------------ 2008 VERSION-----------------------------------

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    "I've always wanted to see the 'zombie' in action... that thing is a friggin rocket! 11.5 over the 1/4 mile, that's awesome! It does sound like a cordless drill on steroids!"

    (quote from the Datsun 1200 Club web site - stylized image created from another action photograph by Carol Brown)

    Special Note:

    This was the first time in 11 years straight, that White Zombie was absent from the drag racing scene. A long 4 month wait for a front section armature for the Siamese 8 motor (see 'Carnage' Late 2007) and a rebuild that included a couple of new mods sidelined the car from January through June. Our expected July-August delivery of the new lithium battery pack never happened when the sponsorship fell through. Other than the motor work, no other changes were made to the car.

  • Motor:

    After the long wait for parts to arrive, the Siamese 8 motor was reinstalled in early June:

    The 2008 version of the motor now has adjustable brush timing on the front section (0-15 degrees advanced) so that when being reversed the timing can be set at neutral - then returned to 15 degrees for forward motion, while the rear section is fixed at 15 degrees advanced. These photos show the timing lever, and the new reluctor wheel (for the EVision metering system's sensor) sandwiched between the Zilla tach sensor and the front section's end bell shaft stub. Special thanks to Jim Husted at Hi Torque Electric for the untiring support and expert motor artistry:

  • Other Mods:

    The new reluctor and motor-mounted sensor cured the eratic reading problems encountered with the previous arrangement where the sensor was mounted under the car and reading the driveshaft universal lobes, for the 'EVision' EV data system. Special thanks to Victor Tichonov at Metric Mind for his support. Here are just two of the numerous display functions of this fantastic device:

  • PR and EVents

    May... 'NW Magazine' releases its May-June issue featuring electric drag racing and White Zombie:

    7-28-2008 'Gasless on Greenwood' car show in Seattle...the newly rebuilt motor had been installed just in time for White Zombie to once again, make the trip to Seattle to be displayed at this fun hot rod show. This was the only public appearance of the car for 2008:

    8-16-2008...The UK enthusiast magazine 'Retro Cars' sends pro photographer Darren Maybury over to the USA to do a photoshoot for a feature story on White Zombie and its brother Blue Meanie, slated for an early 2009 issue:

    11-13-2008...Filmed back in 2007, Oregon Public Broadcasting takes nearly a year and a half to finally release its episode 'Electric drag Racing' on the show 'Oregon Field Guide'. After it was aired on TV, it was then made available for on-line viewing at the OPB website. Just three weeks later, the electric drag racing episode had been viewed more than 160,000 times - making it the most popular show in Oregon Field Guide's 20 year run! After two months time the video had been viewed nearly a half million times at 460,000 hits! You can watch the 9 minute story here:

    12-12-2008...The January 2009 issue of 'Retro Cars', with a familiar little white car on the lower portion of the cover, is released. This is their special 'Power' issue...an electric car considered 'powerful' - Mission accomplished!:

    ------------------------------------ 2009 SUMMER VERSION-----------------------------------

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    July 24th 2009, PIR

    Photo courtesy of Carol Brown (photogal@iglide.net)

    " Words cannot describe how exciting it was to be flying down the road pacing/slowly gaining on an EV drag racing legend. I was lucky they didn't get a sub-12 time on that run so that I could feel like I was actually in the race for a few seconds."

    (quote from Tom Saxton, Tesla owner)

  • Motor:

    'Siamese 8' dual armature with selectable series/parallel wiring.
  • Drive type:

    Direct drive. Electric reverse.

  • Driveshaft:

    Single piece all aluminum driveline from 'Inland Empire Drivelines'. NHRA required Driveline loop.

  • Rear axle:

    Dutchman heavy duty Street-strip Ford nine inch rear axle setup with 31 spline racing axles, air shocks & traction bars. Strange aluminum differential housing with Detroit locker. 4:11 gear set (Richmond Gear brand) to better handle the increased weight of this heavier lead acid pack w/roll cage version of the car.

  • Wheels & tires:

    Front - Eagle 5 spoke 13 x 5.5 alloys with 4 bolt Nissan rear drive offset and 185/50/13 Pirelli P7 radials.

    Rear - Eagle 5 spoke 14 x 6 alloys with 5 bolt Ford front drive offset. BF Goodrich 'G Force Drag Radials' (24" dia.)

  • Batteries:

    60 Enersys high current 16 ahr @ 14.2 lbs. each lead acid batteries. Total pack volts 360 (2 X 360V in parallel) and the combined weight of both packs at 852 lbs. With the pack now at 3 years old, 8 of the weakest modules were replaced with 8 new ones. Special thanks to Dick Brown for the sponsored extra batteries just in time for the big July races!

  • Controller:

    Zilla Z2k 2000 amp controller with Hairball interface. Programable automatic series-parallel contactor control. Quick-pull emergency disconnect. A small inverter provides 120 vac to run a nearly silent AC aquarium pump inside a windshield washer tank for liquid cooling of the controller.

    Quoted from the 'Design News' interview with Plasma Boy:

    Racers are enamored with the Zilla because it's all about power. In a green box (it's the same color as Godzilla) a little bigger than a loaf of bread, the Zilla can control upwards of a half-megawatt of power, they say. "You can program the Zilla for ungodly motor current," notes Wayland. "So you can nail it off the line and protect your battery and only pull, say, 800 A or 900 A out of your battery. But then you can slam 2,000 A into the motor."

  • 12 volt system:

    Unassisted 16 ahr Enersys 12V battery as the 12V system supply.
  • Other Mods:

    None.

  • Car weight:

    checked on digital scales, 7-16-09, at 2660 lbs. (+ or- 20 lbs.)
  • Races and EVents

    3-09...A story about spanking Vettes at the drag track appears in an East Coast magazine:

    5-15-09...White Zombie on Display at the 2009 Solar and Sustainability Science Fair at PHC Northwest in Northeast Portland:

    5-25-09...'Design News' highlights electric drag racing in their May issue. Along with other notable EV racing machines, White Zombie is pictured and covered in this tech magazine's feature story about powerful EVs:

    6-2-09...White Zombie on Display at the one year anniversary of the Longview, Washington EV club:

    6-27-09...White Zombie teams up with SEVA and returns to Seattle's 'Greenwood Classic' car show:

    7-11-09...White Zombie on display at OEVA's EV Awareness Day car show, at Pioneer Square in downtown Portland:

    7-24 & 25-09 White Zombie races at the 'Wayland Invitational IV' electric drag races at PIR in Portland, Oregon.

    7-24-09...White Zombie lines up with a hot Tesla Roadster:

    7-25-09...After finding and replacing the blown battery from Friday night, White Zombie almost dipped into the 11s with a 12.073 @ 105.53 mph...on three year old lead acid!

    Carnage:

    At the Wayland Inv. races Friday night, July 24th, after a respectable 12.694 first run with three year old batteries, we couldn't help but notice the sub-100 mph trap speed of just @ 96.87 mph. We also couldn't help noticing the slight fogging of the Lexan top cover for the back seat area battery compartment...not a good sign and a hint that there might have been more than just 8 bad batteries in the three year old pack. Still, the 12.694 run was enough to beat the slick Tesla in the other lane. Instead of running quicker with the pack now warmed up, the 2nd & last run of the night came in even slower at just a 12.996 @ 89.60 mph. The Lexan was soaking wet...clearly, we had blown a battery and we were done for the night.

    ------------------------------------ 2010 VERSION-----------------------------------

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    July 30th 2010, PIR

    Photo courtesy of Carol Brown (photogal@iglide.net)

    White Zombie heats the tires just before making its record 10.400 @ 117.21 mph 1/4 mile pass

  • Motor:

    'Siamese 9' dual armature. Based on the shortened 'Impulse 9 motor, the siamesed version offers the increased torque a 9 inch motor offers over an 8 inch, while the shorter length of this stubby motor pair is about the same as the outgoing Siamese 8. A Siamesed pair of full length 9s would not have fit the Zombie's limited under hood space and would have also added another 100 lbs. to the car...the siamesed pair of Impulse style 9s is just 25 lbs. heavier than the previous Siamese 8 motor! Shown below is the bigger green Siamese 9, and the smaller purple Siamese 8 being retired.

  • Drive type:

    Direct drive. Electric reverse.

  • Driveshaft:

    Single piece all aluminum driveline from 'Inland Empire Drivelines'. NHRA required Driveline loop.

  • Rear axle:

    Dutchman heavy duty Street-strip Ford nine inch rear axle setup with 31 spline racing axles, & CalTracs traction bars. Strange aluminum differential housing with Detroit locker. 3:70 gear set (Richmond Gear brand).

  • Wheels & tires:

    Front - American Racing 'Torque Thrust D' 15 x 4 two piece alloys with 5 bolt Nissan/Ford bolt pattern and 145/65/15 Continental EcoConctact LRR radials.

    Rear - American Racing 'Torque Thrust D' 15 x 8 two piece alloys with 5 bolt Nissan/Ford bolt pattern and 225/50/15 BF Goodrich 'G Force' Drag Radials' (23.9" dia.)

  • Batteries:

    192 Dow/Kokam lithium manganese cobalt polymer cells.

    The cells are assembled in 12 custom made 29.6V clear Lexan modules at 355.2V total pack potential and 22.7 kWh @ C2 of energy storage. It was time consuming assembling every module case by hand:

    Each module is a 2Px8S design rated at 64 ah @ C2, weighs 39 lb. 14 oz., and can output 2,400 amps! The graph below is from the 10.400 record run and shows how incredibly stiff the Dow Kokam cells ar even when being discharged at 1800 amps. The graph includes burnout time, staging time, and run time - the figures are not in complete agreement with BMS data we also obtained from the run, that indicated the pack never dipped below 300 Volts:

  • Controller:

    Zilla Z2k 2000 amp controller with Hairball interface. Quick-pull emergency disconnect. A small inverter provides 120 vac to run a nearly silent AC aquarium pump inside a windshield washer tank for liquid cooling of the controller.

  • 12 volt system:

    Unassisted 40 ahr Thunder Sky 13.4V battery as the 12V system supply.
  • Other Mods:

    Datsun 280ZX front struts with larger spindles and brakes, replace the stock 1200 struts. 280ZX struts were modified to accept 'Eibach' coil-over adjustable racing springs.

    Installed new KYB gas shocks

    Machined custom aluminum front hubs to change from the stock 4 on 4.5 bolt pattern to the Nissan/Ford 5 on 4.5 bolt pattern. Hubs designed with 1/2 inch backset to accomodate the positive offset of the 15 x 4 'Torque Thrust D' rims, and to give proper spacing for the custom made caliper brackets.

    10.75" 'Brembo' ventilated rotors replace stock 8 inch solid discs, and were cross-drilled to shave 1.7 lbs. off each rotor. Wilwood 4 piston calipers and hi pro brake pads.

    Rear Ford drums brakes replaced with 11.5 inch Wilwood drag discs, 4 piston calipers, and hi pro brake pads.

    Stock 1200 master brake cylinder replaced with larger bore Datsun 240Z master brake cylinder.

  • Car weight:

    ~ 2300 lbs. (+ or- 50 lbs.)
  • Races and EVents

    7-23 & 7-24...Wayland Invitational IV

  • Carnage:

    Prior to the Wayland Inv. races, the EVision battery pack monitoring system w/dash display blew up after a high voltage surge occured when re-connecting the 355V lithium pack.

    At the Wayland Inv. races Friday night, July 23rd, the 40 amp power external supply used to recharge the on-board 40 ahr Thunder Sky of the car's 12V system, blew up when it was inadverently connected to 208 vac instead of 120 vac

    At the Wayland Inv. races Friday night, July 23rd, the Siamese 8 motor blew up in spectacular fashion

    At the Late Night Drags at PIR on Friday, July 30th, a 12V systems under dash short occured on the 3rd run of the night, but was repaired in the pits.

    ------------------------------------ 2011 VERSION-----------------------------------

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    March 18th 2011, Portland, Oregon

    White Zombie at the 2011 Portland Roadster Show