Welcome to electriconwheels.com

Although we have enough evidence proving that their is dangerous levels of deadly pollution all over the world, what else will it take to save the planet?

We urgently need to reduce our greenhouse gas emissions and bring the planet’s climate back to a normal pattern..

We have all heard the claim that green house gases is partly generated by human activity, such as driving automobiles which in turn causes global warming. Why argue against this claim? Activists have lobbied congress to regulate the automobile industry to create more efficient cars. Is this a wise approach? Is it the best approach? A little simple mathematical thinking can take us a long way in evaluating this problem.

It doesn't take much to see that for every person driving, there is more fuel being consumed and more gases being emitted. So for everyone who needs to drive, or chooses to drive, more greenhouse gases will be produced.

The obvious implication is that an increasing population results in increasing greenhouse gas production. Similarly, increased dependency on technology results in increased greenhouse gases, even while engines become more efficient. If the number of drivers doubles, the fuel efficiency must also double, just to keep the emissions at the same level.

Conclusions: The rising population and dependency on technology are major factors in greenhouse gases.

Greenhouse gas concentrations are already close to dangerous levels for further warming and climate chaos in all parts of the world.

Mother nature is telling us to stop destroying the planet and start changing our habits. I hope this site makes you realize that we can help prevent further damage by at least considering Electric On Wheels or a hybrid vehicle.

A brief history of the electric car.

The electric car was among some of the earliest automobiles. Small electric vehicles predate the Otto cycle upon which Diesel (diesel engine) and Benz (gasoline engine) based the automobile. Between 1832 and 1839 (the exact year is uncertain), Scottish businessman Robert Anderson invented the first crude electric carriage. Professor Sibrandus Stratingh of Groningen, the Netherlands, designed the small-scale electric car, built by his assistant Christopher Becker in 1835.

The improvement of the storage battery, by Frenchmen Gaston Plante in 1865 and Camille Faure in 1881, paved the way for electric vehicles to flourish. An electric-powered two-wheel cycle was demonstrated at the World Exhibition 1867 in Paris by the Austrian inventor Franz Kravogl. France and Great Britain were the first nations to support the widespread development of electric vehicles. In November 1881 French inventor Gustave Trouvé demonstrated a working three-wheeled automobile at the International Exhibition of Electricity in Paris.

Just prior to 1900, before the pre-eminence of powerful but polluting internal combustion engines, electric automobiles held many speed and distance records. Among the most notable of these records was the breaking of the 100 km/h (60 mph) speed barrier, by Camille Jenatzy on April 29, 1899 in his 'rocket-shaped' vehicle Jamais Contente, which reached a top speed of 105.88 km/h (65.79 mph).

Electric cars, produced in the USA by Anthony Electric, Baker, Detroit, Edison, Studebaker, and others during the early 20th century for a time out-sold gasoline-powered vehicles. Due to technological limitations and the lack of transistor-based electric technology, the top speed of these early electric vehicles was limited to about 32 km/h (20 mph). These vehicles were successfully sold as town cars to upper-class customers and were often marketed as suitable vehicles for women drivers due to their clean, quiet and easy operation. Electrics did not require hand-cranking to start.

The introduction of the electric starter by Cadillac in 1913 simplified the task of starting the internal combustion engine, formerly difficult and sometimes dangerous. This innovation contributed to the downfall of the electric vehicle, as did the mass-produced and relatively inexpensive Ford Model T, which had been produced since 1908. Internal-combustion vehicles advanced technologically, ultimately becoming more practical than — and out-performing — their electric-powered competitors.

Another blow to electric cars in the USA was the loss of Edison's direct current (DC) electric power transmission system in the War of Currents. This deprived BEV users of a convenient source of DC electricity to recharge their batteries.[dubious – discuss] As the technology of rectifiers was still in its infancy, changing alternating current to DC required a costly rotary converter.

Electric vehicles became popular for some limited range applications. Forklifts were EVs when they were introduced in 1923 by Yale; many battery electric fork lifts are still produced. Electric golf carts have been available for many years, including early models by Lektra in 1954. Their popularity led to their use as neighborhood electric vehicles; larger versions are becoming popular and increasingly ruled "street legal".

By the late 1930s, the electric automobile industry had completely disappeared, with battery-electric traction being limited to niche applications, such as certain industrial vehicles. A thorough examination into the social and technological reasons for the failure of electric cars is to be found in Taking Charge: The Electric Automobile in America by Michael Brian Schiffer.

The 1947 invention of the point-contact transistor marked the beginning of a new era for EV technology. Within a decade, Henney Coachworks had joined forces with National Union Electric Company, the makers of Exide batteries, to produce the first modern electric car based on transistor technology, the Henney Kilowatt, produced in 36-volt and 72-volt configurations. The 72-volt models had a top speed approaching 96 km/h (60 mph) and could travel nearly an hour on a single charge. Despite the improved practicality of the Henney Kilowatt over previous electric cars, it was too expensive, and production was terminated in 1961. Even though the Henney Kilowatt never reached mass production volume, their transistor-based electric technology paved the way for modern EVs.

Battery powered electric concept cars continued to appear, such as the General Motors "Electrovair" (1966) and "Electrovette" (1976). At the 1990 Los Angeles Auto Show, GM President Roger Smith unveiled the "Impact" electric car, the precursor to the EV1, promising that GM would build electric cars for the public. Nine months later, the California Air Resources Board (CARB) mandated electric car sales by major automakers. In response, makers developed EVs including the Chrysler TEVan, Ford Ranger EV pickup truck, GM EV1 and S10 EV pickup, Honda EV Plus sedan, Nissan lithium-battery Altra EV miniwagon and Toyota RAV4 EV. Automakers refused to properly promote or sell their EVs, allowed consumers to drive them only by closed-end lease and, along with oil groups, fought the mandate.

Chrysler, GM and some GM dealers sued in Federal court; California soon neutered its ZEV Mandate. After public protests by EV drivers' groups upset by the repossession of their EVs, Toyota offered the last 328 RAV4-EVs for sale to the general public during six months (ending on November 22, 2002). All other electric cars, with minor exceptions, were withdrawn from the market and destroyed by their manufacturers. To its credit, Toyota not only supports the 328 Toyota RAV4-EV in the hands of the general public, still all running at this date, but also supports hundreds in fleet usage. From time to time, Toyota RAV4-EVs come up for sale on the used market and command prices sometimes over 60 thousand dollars. These are highly prized by solar homeowners, who charge their cars from their solar electric rooftop systems.