Editing Grumman LLV (section)

===Electric versions===
Ten LLVs were converted in 1995, 1997, and 1999 for a pilot program, adding a [[battery-electric vehicle|battery electric drivetrain]] developed by GM Hughes and [[U.S. Electricar]].<ref name=electrical>{{cite web |url=https://about.usps.com/who-we-are/postal-history/electric-vehicles.pdf |title=Electric Vehicles in the Postal Service |publisher=United States Postal Service |date=2014 |access-date=7 February 2023}}</ref> They used [[lead-acid battery]] chemistry. The resulting Electric Long Life Vehicles (ELLVs) were deployed to post offices in [[Harbor City, California]] (in Los Angeles); [[Westminster, California]]; and [[Merrifield, Virginia]].<ref name=ECRV-500>{{cite report |url=https://avt.inl.gov/sites/default/files/pdf/fsev/500FleetDeploymentReport.pdf |title=United States Postal Service Electric Carrier Route Vehicle Program: 500 Vehicle Fleet Deployment Report |author=Ryerson, Master and Associates, Inc. |date=May 2003 |publisher=United States Postal Service |access-date=6 February 2023}}</ref>{{rp|2-2}} When GM canceled its electric vehicle program, the vehicles were taken out of service at the end of 2000.<ref name=electrical/>

At about the same time, [[Transport Canada]] commissioned [[Solectria Corporation]] in November 1998 to convert two LLVs to battery-electric; they were delivered to Canada Post in February 1999.<ref name=TP13528e/>{{rp|1}} The performance report, comparing the converted LLV to a conventional LLV, was published in February 2000.<ref name=TP13528e>{{cite report |url=https://www.tc.gc.ca/TDC/publication/pdf/13500/13528e.pdf |title=Canada Post Solectria-Grumman LLV Electric Postal Delivery Truck: Comparative Performance Evaluation |date=February 2000 |publisher=Transport Canada |author1=Guérette, Claude |author2=Souligny, Michel |id=TP 13528E |archive-url=https://web.archive.org/web/20070320222125/https://www.tc.gc.ca/TDC/publication/pdf/13500/13528e.pdf |archive-date=March 20, 2007 |url-status=dead}}</ref> The Solectria/Grumman LLV was equipped with a {{convert|12|kWh|MJ|adj=on}} lead-acid traction battery and {{convert|5|kW|BTU/h|adj=on}} diesel-fired heater, giving it a nominal range of {{cvt|30|km}}.<ref name=TP13528e/>{{rp|4}} The traction motor was an AC induction type, with a peak output of {{cvt|50|kW|hp PS|0}} and continuous rated output of {{cvt|20|kW|hp PS|0}}.<ref name=TP13528e/>{{rp|4}} Testing showed the typical consumption on a postal driving cycle was {{cvt|19.74|kWh/100km|mpge}} at an ambient temperature of {{cvt|-20|C}}, giving a range of {{cvt|27.39|km}}; these figures improved to {{cvt|16.04|kWh/100km|mpge}} consumption and {{cvt|29.58|km}} range at {{cvt|20|C}}.<ref name=TP13528e/>{{rp|11}} By comparison, the conventionally-powered LLV on the same driving cycle returned fuel consumption of {{cvt|{{#expr:3.31/15.13 round 2}}|L/km|mpgUS}} at {{cvt|-20|C}} and {{cvt|{{#expr:2.54/15.46 round 2}}|L/km|mpgUS}} at {{cvt|20|C}}.<ref name=TP13528e/>{{rp|15}}

This was followed by a larger fleet test, consisting of 500 Electric Carrier Route Vehicles (ECRV) from 2000 to 2003. The ECRV was equipped with a body similar to the LLV, built by Grumman/Allied on a RHD [[Ford Ranger EV]] chassis.<ref name=ECRV-500/>{{rp|3-1}} Most were tested in California, with the remainder tested in [[Washington, D.C.]], and [[White Plains, New York]].<ref name=electrical/> [[Southern California Edison]] tested six prototype ECRVs at the [[Electric Vehicle Technical Center]] (EVTC) in [[Pomona, California]]. The ECRV uses a {{convert|90|hp|PS kW|0|adj=on}} AC induction traction motor driving the rear wheels, drawing power from a {{cvt|2000|lb}} lead-acid battery consisting of 39 modules at 8&nbsp;volts each, connected in series. It has a [[curb weight]] of {{cvt|4950|lb}} and a payload of {{cvt|1250|lb}}; the estimated driving range is {{cvt|50|mi}} and the maximum speed is {{cvt|60|mph|km/h|0}}. Testing at EVTC showed the ECRV met or exceeded its performance requirements, including an accelerated {{cvt|20000|mi}} reliability test.<ref>{{cite web |url=https://avt.inl.gov/sites/default/files/pdf/fsev/fact_sheet.pdf |title=Demonstration and Evaluation of U.S. Postal Service Electric Carrier Route Vehicles |date=January 2002 |author=Southern California Edison |publisher=South Coast Air Quality Management District |access-date=7 February 2023}}</ref> Real-world testing at the [[Fountain Valley, California]], post office during July and August demonstrated the average route covered {{convert|13–16|mi|km|0}}, consuming an average of 41% of the battery state of charge.<ref>{{cite report |doi=10.2172/911413 |title=Field Operations Program - US Postal Service Fountain Valley Electric Carrier Route Vehicle Testing |author=Francfort, James |date=January 2002 |publisher=Idaho National Engineering and Environmental Laboratory|doi-access=free }}</ref> After Ford announced they were also canceling their electric vehicle program in October 2002, the battery manufacturer (East Penn Manufacturing Company) offered to sell replacement traction batteries for the ECRVs to be held in cold storage as experience showed the batteries would need to be replaced after two years of service. The USPS instead traded the ECRVs in August 2003 back to Ford in exchange for [[Ford Windstar|Windstar]] minivans.<ref name=electrical/>

A second round of testing five converted all-electric LLVs began in 2011. Each second-generation eLLV was converted by a different group, funded by the USPS through a $50,000 grant to each [[electromod]]der, and tested in Washington, D.C.<ref name=electrical/> In the nine-month period from March to December 2011, the five vehicles had taken an aggregated 9,181 trips and traveled a total distance of {{convert|3965|mi|km|0}}, consuming an average of {{cvt|0.645|kWh/mi|mpge}} of AC power (from the wall).<ref>{{cite report |url=https://avt.inl.gov/sites/default/files/pdf/fsev/USPS_SummaryReportMar11-Dec11.pdf |title=USPS eLLV Conversion Fleet, Reporting period March 11 - Dec 11 |date=January 9, 2012 |id=INL/MIS-11-21835 |publisher=U.S. Department of Energy, Energy Efficiency & Renewable Energy: Vehicle Technologies Program |access-date=7 February 2023}}</ref> By March 2014, only one of the modified eLLVs (from ZAP) remained in service.<ref name=electrical/>
{|class="wikitable sortable" style="font-size:90%;text-align:center;"
|+Second-generation eLLVs
! rowspan=2 | Conversion group !! rowspan=2 | LLV No.
! colspan=3 | Battery
! rowspan=2 | Traction motor
! rowspan=2 | Range{{efn|Under [[Society of Automotive Engineers|SAE]] J1634, Recommended Practice for Battery Electric Vehicle Energy Consumption}}
! colspan=2 | Efficiency
! rowspan=2 class="unsortable" | Ref.
|-
! Type !! Voltage !! Capacity
! USPS{{efn|{{cvt|25|mi}} route with {{cvt|1000|lb}} payload and {{cvt|200|lb}} driver}} !! J1634{{efn|With {{cvt|332|lb}} payload}}
|-
! Autoport / [[AC Propulsion]] / [[University of Delaware]]
| 2204700
| Li-Ion || 375&nbsp;V || 60&nbsp;A-hr<br/>{{#expr:375*60/1000 round 1}}&nbsp;kW-hr
| AC induction || {{cvt|54.4|mi}}
| {{cvt|1.16|kWh/mi|mpge}} || {{cvt|0.446|kWh/mi|mpge}}
| <ref name=eLLV-Autoport>{{cite web |url=https://www.energy.gov/sites/prod/files/2014/02/f8/autoportfact.pdf |title=USPS eLLV Conversion by ''Autoport/AC Propulsion/University of Delaware'' {{!}} All-Electric Conversion of the USPS Long Life Vehicle (LLV) |website=Energy Efficiency and Renewable Energy Information Center |publisher=U.S. Department of Energy |access-date=7 February 2023}}</ref>
|-
! [[Bright Automotive]]
| 9216355
| Li-Ion || 345&nbsp;V || 56.5&nbsp;A-hr<br/>{{#expr:345*56.5/1000 round 1}}&nbsp;kW-hr
| DC brushless || {{cvt|47.7|mi}}
| {{cvt|0.843|kWh/mi|mpge}} || {{cvt|0.503|kWh/mi|mpge}}
|<ref name=eLLV-Bright>{{cite web |url=https://www.energy.gov/sites/prod/files/2014/02/f8/brightfact.pdf |title=USPS eLLV Conversion by ''Bright Automotive'' {{!}} All-Electric Conversion of the USPS Long Life Vehicle (LLV) |website=Energy Efficiency and Renewable Energy Information Center |publisher=U.S. Department of Energy |access-date=7 February 2023}}</ref>
|-
! [[EDAG]]
| 8201107
| Zebra ({{chem|Na|Ni|Cl|2|link=Molten-salt battery}}) || 371&nbsp;V || 150&nbsp;A-hr<br/>{{#expr:371*150/1000 round 1}}&nbsp;kW-hr
| DC brushless || {{cvt|106|mi}}
| {{cvt|1.217|kWh/mi|mpge}} || {{cvt|0.598|kWh/mi|mpge}}
|<ref name=eLLV-EDAG>{{cite web |url=https://www.energy.gov/sites/prod/files/2014/02/f8/edagfact.pdf |title=USPS eLLV Conversion by ''EDAG, Inc. - USA'' {{!}} All-Electric Conversion of the USPS Long Life Vehicle (LLV) |website=Energy Efficiency and Renewable Energy Information Center |publisher=U.S. Department of Energy |access-date=7 February 2023}}</ref>
|-
! Quantum Technologies
| 3300987
| Li-Ion || 333&nbsp;V || 40&nbsp;A-hr<br/>{{#expr:333*40/1000 round 1}}&nbsp;kW-hr
| DC brushless || {{cvt|36.9|mi}}
| {{cvt|1.063|kWh/mi|mpge}} || {{cvt|0.403|kWh/mi|mpge}}
|<ref name=eLLV-Quantum>{{cite web |url=https://www.energy.gov/sites/prod/files/2014/02/f8/quantumfact.pdf |title=USPS eLLV Conversion by ''Quantum Technologies'' {{!}} All-Electric Conversion of the USPS Long Life Vehicle (LLV) |website=Energy Efficiency and Renewable Energy Information Center |publisher=U.S. Department of Energy |access-date=7 February 2023}}</ref>
|-
! [[ZAP (motor company)|ZAP]]
| 8215162
| Li-Ion || 267&nbsp;V || 80&nbsp;A-hr<br/>{{#expr:267*80/1000 round 1}}&nbsp;kW-hr
| 3-phase permanent magnet || {{cvt|44.1|mi}}
| {{cvt|0.939|kWh/mi|mpge}} || {{cvt|0.507|kWh/mi|mpge}}
|<ref name=eLLV-ZAP>{{cite web |url=https://www.energy.gov/sites/prod/files/2014/02/f8/zapfact.pdf |title=USPS eLLV Conversion by ''ZAP'' {{!}} All-Electric Conversion of the USPS Long Life Vehicle (LLV) |website=Energy Efficiency and Renewable Energy Information Center |publisher=U.S. Department of Energy |access-date=7 February 2023}}</ref>
|}

;Notes
{{notelist}}