Power for the 1977 K5 Blazer-E is supplied by a 400-volt Bolt EV battery pack with 60 kilowatt-hours of usable energy installed in the cargo area. Using production controllers and wiring harnesses preserves many Bolt EV features, including shock protection, battery heating and cooling, battery-overcharge protection and even regenerative braking.

The electric K5 Blazer-E is really cool but has one huge problem

Kamil Kaluski

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Electric vehicle technology is moving forward at a rather amazing pace. Sporty EVs are getting really fast and conventional EV vehicles have ever-growing driving ranges. In my opinion, the charging infrastructure needs immediate attention as we’re mostly limited to level-2 charging in the United States. Hopefully, as more charging stations appear, the maximum power transfer rates will increase as well.

The idea of retrofitting older vehicles with new electrical power isn’t new but it is challenging. One needs to integrate a battery pack, motor(s), and various supporting electronics into a vehicle that was designed for an internal combustion engine and fuel tank. It is very doable but doing it right requires some serious design.

Looking at the ’77 Chevy Blazer-E, the proof of concept of the upcoming Electric Connect and Cruise package Chevrolet Performance plans to sell in the second half of 2021, one thing sticks out. The design uses all of the cargo area of the Blazer behind the front seats. This in turn makes a functional vehicle into a two-seater with basically no cargo space.

I assume that the pictured battery pack in the cargo area will get hot. I assume that placing things on top of is not recommended. None of that sounds great. I think GM did this way to show off the battery but I would have been more interested in a system that is more integrated into the vehicle. For instance, this Blazer had a fuel tank that was bigger than 30-gallons – what was placed in that location?

In proposing EV retrofit packages to potential clients, I’d think that showing something that doesn’t take away most so much vehicle functionality would be beneficial. This is a really cool concept that could have been so much better, so much more realistic. I can’t see potential customers being fine with ditching passenger space for batteries.

About

Kamil Kaluski

Kamil Kaluski

East Coast Editor. Races crappy cars and has an unhealthy obsession with Eastern Bloc cars. Current fleet: 4Runner, Integra, Regal, Lada

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9 responses to “The electric K5 Blazer-E is really cool but has one huge problem”

  1. Maymar Avatar
    Maymar

    In this case, going with a pickup like they did for last year’s SEMA car makes a little more sense, as the bed on a lot of classic trucks is a little vestigial anyhow. Still, it’s not as if there’s a small market for impractical two-seater classic cars. As well, if that pack could slot behind the second row on a Suburban, it’s still feasible. And, as I wondered in Friday’s news post, if a platform could be built over the battery with no problems (either for a little luggage, or as I propose, the bed in a suitably sleazy Chevy van), that compensates for some of the space.

    Still, I swear Jaguar’s solution was to build a battery pack that fits into the space previously taken by one of their I6’s or V12’s, and hang the electric motor off the back where the transmission went, which seems like a cleaner solution should the battery capacity be enough (which, for a classic car application, it’s probably not much to be adequate).

    Reply
  2. Zentropy Avatar
    Zentropy

    The battery in the back is literally the elephant in the room. I’m on the fence regarding electrification of classic cars for the same reason that I don’t subscribe to the “LS everything” or “Hellcat everything” philosophies. Some of these old engines are part of the car’s character– it’s not just about sheetmetal for me. I have a 390 V8 in one of my old Mercurys that I wouldn’t convert to an EV if someone offered the swap for free. Nothing sounds as good to me as the exhaust idle on that car.

    However, there are classics whose engines don’t play as much a part in their charm, and carbureted small block Chevys are about as commonplace as it gets. This truck would be fantastic if the battery pack was tucked out of the way. I’m actually surprised GM chose to make this a showpiece for the conversion, given the compromise it makes on interior functionality.

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    1. crank_case Avatar
      crank_case

      Not to mention given that classics, even ones used for rallys/regularity runs and track days tend to cover very little annual mileage so there’s no way you can justify it from an eco perspective apart from builds based on scrapped EVs.

      Reply
  3. wunno sev Avatar
    wunno sev

    those little square pads on top of the pack look like standoffs for a flat loading floor, no? also worth noting that every other battery pack sits under the chassis and is water cooled. if that top surface were a primary cooling path it’d probably be finned.

    Reply
    1. outback_ute Avatar
      outback_ute

      Looks like they are, to ensure clearance for the cable.

      Also it’s why they chose a Blazer; I don’t think you’re getting that battery pack in a Camaros, which begs the question of how many does GM expect to sell? At least development costs for this will have been so low it probably came out of the PR budget.

      Reply
  4. Batshitbox Avatar
    Batshitbox

    The idea of shade tree mechanics (guilty!) dicking around with 400 volts DC at 1000 watts per minute on barn-find chassis seems a bit cavalier (Chevy joke!)

    I know gasoline is extremely hazardous, but it’s pretty obvious when it spills and / or catches fire. Electrons are sneaky bastards.

    Reply
    1. neight428 Avatar
      neight428

      Teach yourself to weld without ever intending to!

      Reply
      1. Batshitbox Avatar
        Batshitbox

        “Be a part of something!” does not include high amperage circuits.

        Reply
  5. neight428 Avatar
    neight428

    It’s all PR at this point, a proof of concept for folks to start working through, sales and costs are likely quite uneconomic in isolation of that. For the trunk space in a second gen F-body, I’d probably get a good 20 miles of range for my 200 hp of trouble. Packaging will be key, they probably chose the Blazer so that they could open it up and let people see the battery setup in a vehicle that from the outside looks cool/desirable (hint to every OEM – make another 2 door full size SUV, people like them). For a more usable conversion, I’m thinking you’re going to have to use every space formerly devoted to ICE supporting systems for more batteries. Perhaps a more modular approach would help, though I don’t know what technical challenges that would add. Ideally, you would want a battery where the radiator was, where the exhaust pipes ran, and of course the gas tank. Until batteries have the energy density of a large suitcase sized box of gasoline, your best bet is to use up the now unneeded space rather than turn your Suburban into a two seater or your pickup truck into a dedicated battery hauler.

    Reply