The system is designed to be safe even when used in the rain.
#Truck s 10 license#
The vehicle's charging port is accessed by flipping the front license plate frame downwards. The standard charger is a 220 V 30 A (6.6 kW) there is also a 110 V 15 A 'convenience' charger, and a high-power fast-charge version. The small paddle can also be used with an adapter to properly seat it. The inductive charging paddle is the model J1773 or the 'large' paddle. The S-10 EV charges using the Magne Charger, produced by the General Motors subsidiary Delco Electronics. On all battery types, a passive battery monitoring and management system was used this meant that excess energy was wasted from cells with a higher charge, while the remainder of the cells reach the same state of charge. The battery pack was located between the frame rails, beneath the pickup bed. NiMH also has longer life but costs more than the lead acid option. In 1998, an Ovonic nickel–metal hydride battery (NiMH) pack was also available these batteries were lighter (1,043 lb (473 kg)) and had a combined 29 kilowatt-hours of storage for a longer range. These reportedly offered 16.2 kilowatt-hours for propulsion.
![truck s 10 truck s 10](https://journal.classiccars.com/media/2021/05/25722410-2002-chevrolet-s10-std.jpg)
Manufactured by Delco Electronics, the 1,400 lb (635 kg) battery pack consisted of 27 cells, with one being designated as an "auxiliary" cell. The 1997 Chevrolet S-10 EV used a lead acid battery pack.
![truck s 10 truck s 10](https://gmauthority.com/blog/wp-content/uploads/2020/07/1982-Chevrolet-S10-North-America.jpg)
![truck s 10 truck s 10](https://www.autotrader.com/wp-content/uploads/2020/08/S10-ZR2-3.jpg)
Similar to the Gen 1 EV1's, there were lead acid battery and nickel–metal hydride battery options. Other than the reduced motor size, most of the EV1 power electronics were carried over directly to the S-10 EV, which mandated that the Electric S-10 use a front-wheel-drive configuration, unlike the rear-wheel-drive setup of the standard S-10, and in the competing Ford Ranger EV. The EV1 had a 100 kW motor GM reduced the S-10EV's motor because of the additional weight and drag of the truck so as not to overstress the batteries. In place of a typical inline four cylinder or V-6 internal combustion engine, the Electric S-10 EV was equipped with an 85-kilowatt (114 hp) three-phase, liquid-cooled AC induction motor, based on GM's EV1 electric coupe.
#Truck s 10 plus#
General Motors started with a regular-cab, short-box (6-foot (180 cm) bed) S-10 pickup, with a base-level trim package plus a half- tonneau cover.