Apollo Energy Systems

Apollo Energy Systems is an American multinational alternative energy corporation headquartered in Pompano Beach, Florida. It develops, produces, and markets fuel cell power plants, electric propulsion systems, and alternative energy generation equipment. The company was founded by Robert R. Aronson in 1966 as the Electric Fuel Propulsion Corporation (EFP) in New Orleans, Louisiana. It later became known as the Electric Auto Corporation (EAC), and in 2001 changed to Apollo Energy Systems.[1]

Vehicles

Since the 1960s, the company's propulsion systems have powered a variety of platforms including the company's own brand of vehicles: Mars I, Mars II, Mars Van, Electric Eel, Voltair, EPF Hornet, Electrosport, X-144, Santa Fe, Thunderbolt, Transformer I, Silver Volt.

Mars I

In 1966, the company built and tested the Mars I electric car using a tri-polar lead-cobalt battery.[1] The Mars I was based on a Renault Dauphine and was equipped with a 96-volt power source. On August 15, 1966, the Shilstone Testing Laboratory conducted a road test from New Orleans to Empire, LA and back.

Mars II

Based on the 4-door, 5-passenger Renault R-10, 45 of these vehicles were produced in Ferndale, Michigan, during the years 1967 and 1968, and were sold primarily to utility companies in the USA. The Mars II operated on a 120-volt system, using tri-polar, lead-cobalt batteries (lead-acid) which could be charged to 80% capacity in 45-minutes.[3] The D.C. motor was rated at 15 horsepower and the transmission was a manual, 4-speed. The power controller was manufactured by the Hartman Manufacturing Electrical Company and was a series/parallel switching system. Total driving range on pure battery was 146 miles on a single charge.[4] According to an original EFP purchase order form, the car sold for $4,800.00.

Maiden voyage

EFP founder Robert R. Aronson drove the first Mars II from Detroit to Washington, D.C., between March 5 and 10, 1967. Eleven charge stops had been set up along the way at utility companies. A lot of time was taken by the press, and one day was lost due to a snowstorm. The purpose of the trip was to demonstrate the car to government officials in hope of obtaining Federal money for research and development.[5]

Second voyage

April 1967. Hosted by Consumer's Power Co., the Mars II was driven from Detroit to Cadillac, Michigan, with charge points that had been set up in Flint, Saginaw, and Claire. Cost of recharging averaged about 1/2 cent per mile, compared to a 1-1/2 to 2 cents per mile average for internal combustion-powered cars. "When a gasoline company representative showed an interest in the car this morning, Aronson told him this was the only electric car to use gasoline also. "It has a gasoline heater system and uses about 20 cents worth of gasoline a week."[6]

First delivery of a Mars II

According to an EFP brochure, J. Don Howard, President of Wisconsin Power and Light in Madison, Wisconsin took delivery of the first Mars II electric car in September 1967.

Cross-country trip

The second Mars II was driven from Detroit to Phoenix, Arizona, departing on September 20 and arriving on October 5, 1967. Passing thru nine states and making 36 planned stops for recharging the batteries at utility substations and restaurants, the Mars II covered approximately 2,000 miles.[7] Aronson claimed that the actual distance was 2,226 miles and that the cost of electricity to charge the batteries totaled $27.26.[8]

Los Angeles Water and Power delivery

Coming full circle, Robert R. Aronson made delivery of a Mars II to L.A. Water and Power on December 12, 1967. Growing up in Los Angeles and delivering telegrams for Western Union on his bicycle, Aronson as a young man first had the dream of producing non-polluting vehicles as he rode behind diesel-powered buses which emitted black smoke. Mayor Sam Yorty attended the unveiling ceremonies.

Other voyages

The Mars II made several other journeys during this period. One such trip was in May 1969 when the electric car traveled from Detroit to Houghton, Michigan, in the Upper Peninsula. Through the electric utility companies, charge points were set up at 60- to 70-mile intervals. The Mars II covered 1,266 miles at an average speed of 55 mph and maintained a fuel cost of less than a penny per mile.[9] This demonstration resulted in AP and UPI news wire releases and radio and television interviews

AMC conversions

During the years 1970–1976, EFP produced eight vehicles based on five American Motors cars: the EFP Hornet (2) Electrosport (1), X-144 (3), Santa Fe (1) and the EFP Hatchback (1). All were equipped with the tri-polar lead-cobalt battery and had top speeds ranging from 60 to 85 mph, and could travel from 40 to 101 miles on a single charge, according to company literature.

The EFP Hornet was powered by 1,500 pounds of tri-polar lead cobalt batteries and had a range of 70 miles in stop and go traffic with a top speed of 65 mph. The electric car could be charged at home or at special fast-charge stations.[16] It operated on 144 volts and used a 20 hp electric motor. According to an article in the Duquesne Power and Light publication printed earlier in 1970, the car had a top speed of 85 mph and a range of 70 to 150 miles. No independent test results have been found. EFP planned to drop the Hornet in favor of the AMC Matador due to space problems and the ability to increase the size of the battery pack.[17]

Only one Electrosport was produced. In 1971, EFP claimed a top speed of 79 mph and a range of 101 miles at 30 mph. Abercrombie & Fitch unveiled the Electrosport, an AMC Hornet station wagon, on January 28, 1972, at their new Royal Poinciana Plaza shop in Palm Beach, Florida. Palm Beach was chosen for a test market due to its flat terrain, mild climate and isolation from metropolitan areas.[18]

The EFP X-144 was named for its 144-volt battery pack. A total of 3 X-144's were produced in 1972 and '73. Top speed was reported by EFP to be 70 mph with a driving range of 70 miles at 50 mph. The X-144 was an AMC Gremlin, beefed up with Ambassador suspension and brakes and was available with either a manual or automatic transmission. It was equipped with a slow charger on board that would fully charge the batteries overnight. The vehicle was reported to have a much smoother acceleration.[19]

The Santa Fe was based on an AMC Matador. Only one of these were produced in 1974. These were to be used in an Avis Rent a Car pilot project in Chicago. According to Avis, one charge will last for 8 to 12 hours of city driving at speeds up to 60 mph.[20] EFP testing resulted in a top speed of 70 mph and a cruising range of 60 miles at 50 mph.

One EFP Hatchback was produced in 1976. This electric car was based on an AMC Hornet hatchback. EFP reported a top speed of 60 mph and a range of 40 miles at 50 mph.

The availability of AMC vehicles came to an end and EFP soon entered into talks with General Motors.

References

Graham Weaver, Roisin Reidy. World fuel cells: an industry profile with market prospects to 2010 Oxford, 2002, retrieved August 1, 2013^

Detroit Spotlight Motor Trend, January 1967^

Robert Aronson. The Mars II Electric Car Society of Automotive Engineers, Inc., May 1968^

James, E. Greene. An Experimental Evaluation of the Mars II Electric Vehicle Cornell Aeronautical Laboratory, Inc., February 1969^

Francis Rackemann. Electric-Powered Vehicle Silent, Fumeless Cheap to Run The Evening Sun, March 11, 1967^

Electric car draws stares here Cadillac Evening News, April 5, 1967^

Utility vps watt rod it to Arizona Electrical World, October 16, 1967^

Electric Car...A Clean – Quiet Break Dequesne Light News, December 1970^

Detroit to Houghton – Electrically Upper Peninsula Power Company, Annual Report, 1969^

C. E. Wise. Diary of a Race Machine Design, 1968^

Coast-to-coast race without gas Bloomberg Businessweek, August 24, 1968^

Joseph P. Zmuda. The New World of Electrics Holiday Inn Magazine for Travelers, November 1970^

Detroit Dominates Clean Air Car Race Electrical World, October 1, 1970^

W.J. Clapp. On The Move – Electrically Edison Electric Institute Bulletin, June 1969^

Joseph P. Zmuda. New Electrics Make Performance Breakthroughs Popular Science, February 1971^

A Hornet sparked by electricity Bloomberg Businessweek, February 19, 1972^

Chris Packard. The Next Sound You Will Hear Will Be Your Electric Car B-Z-Z-Z-Z-Z-Z-Z Motor Trend, August 1971^

Melinda Burdick. New Auto Powered by Electricity Palm Beach Daily News, January 29, 1972^

Want to buy an electric car? The Outlet, Western Electric Power, January 1973^

The Rent-A-Volt Car Newsweek, March 18, 1974^

James Graham. Ferndale firm to build electric mid-size auto The Detroit News^

Alice Collins. A Troy inventor feels..... The Observer and Eccentric, May 15, 1976^

Andrea Troutman. '83 Silver Volt: leading charge against air pollution Los Angeles Times, December 11, 1982^

K. Kordesch, V. Hacker, K. Reichmann, M. Cifrain, T. Hejze, R.R. Aronsson. The safe and economic revival of alkaline hydrogen/air fuel calls with circulating electrolytes Battery/Energy Technology, 2008, retrieved August 1, 2013^

predecessor	Electric Fuel Propulsion Corporation Electric Auto Corporation
foundation	1966 in New Orleans, Louisiana
location city	Pompano Beach, Florida
location country	U.S.
industry	Alternative energy
products	Alkaline fuel cells, batteries
divisions	Electric Propulsion Apollo Power

Apollo Energy Systems

Vehicles

Mars I

Mars II

Maiden voyage

Second voyage

First delivery of a Mars II

Cross-country trip

Los Angeles Water and Power delivery

Other voyages

Maiden voyage

Second voyage

First delivery of a Mars II

Cross-country trip

Los Angeles Water and Power delivery

Other voyages

Great Transcontinental Electric Car Race, 1967 sponsorship

World's first electric car expressway

Radio personality Arthur Godfrey

Clean Air Car Race

Mars Van / Electric Eel

Voltair

AMC conversions

Thunderbolt

Transformer 1

Electric limousine

Silver Volt

Beverly Hills debut

Beverly Hills debut

Product line

References