In the aftermath of the moon missions and amidst the transition between the Apollo program and the dawn of the shuttle era, NASA embarked on a mission to educate the American public about the enduring relevance of space exploration. This initiative aimed to highlight the tangible benefits of investing in technologies that extend beyond Earth’s atmosphere.
To demystify the civilian advantages awaiting beyond the familiar Tang and astronaut ice cream, NASA introduced the Spinoff program in 1976. This initiative showcased how space travel technologies were benefiting those who remained Earth-bound.
The Spinoff program continues today, but its early endeavors laid the groundwork for innovations ahead of their time. A notable breakthrough occurred just a year after the program’s inception, introducing many Americans to the concept of a modern electric vehicle.
In Space, No One Can Hear You Recharge
NASA’s involvement in electric vehicle (EV) research might seem unexpected, but the connection to space exploration was purely practical. Launch vehicles required ultra-efficient energy storage systems to minimize weight and reduce fuel needs. NASA utilized a combination of fuel cells and batteries to power its orbiters, landers, and re-entry vehicles during the first decade of exploration.
In the 1970s, battery technology was quite basic. Ground-based applications relied on durable yet heavy lead-acid cells, unsuitable for space travel. For the Apollo and Gemini missions, NASA turned to silver-zinc batteries from EaglePicher, a significant player in aerospace energy.
NASA’s Lewis Research Center tested this modified electric AMC Pacer in the mid-1970s as part of a program evaluating the state of electric vehicle technology.
While silver-zinc batteries were superior to lead-acid designs in power density and weight, their high cost and short lifespan posed challenges. Initial versions were essentially single-use due to electrode deterioration. Although rechargeable types were later developed, the deep-cycle demands of space travel made them unsuitable for prolonged use.
NASA engineers explored alternative battery chemistries to enhance their missions. Reviving full-electric cars served as both a public benefit and a way to address budgetary concerns.
Back Again for the First Time
The Spinoff campaign highlighted the historic significance of electric motoring in America. It included bold statements such as “If you’re under 60, chances are you don’t remember the electric auto,” and “The electric car is staging a comeback,” drawing parallels between the 1910s and the 1970s, as well as today’s EV resurgence.
NASA’s contribution was a nickel-zinc battery cell, initially proposed for a potential hybrid automobile in 1971. Although nickel-zinc batteries were not new, NASA sought data on their life cycle and failure modes, lacking research at the time.
A hybrid car was an ideal test bed, charging and discharging a nickel-zinc cell repeatedly. As the decade advanced, the focus shifted to using this technology in full-electric vehicles, driven by energy management and density improvements that doubled nickel-zinc batteries’ capabilities over lead-acid cells.
Electric Mail (Van)
The U.S. Postal Service partnered with NASA’s Lewis Research Center to test a modified Otis P-500 electric mail van. Its lead-acid power pack was replaced with a nickel-zinc battery, tested alongside other boutique manufacturers’ lead-acid electric vehicles in the mid-1970s. This marked NASA’s first EV project, primarily focusing on the power source.
Results were promising by the era’s standards: The van achieved a 55-mile range per charge at 20 mph, nearly doubling the lead-acid setup’s performance. NASA also tested its nickel-zinc battery in a Cooper Electric Town Car, demonstrating range increases of up to 101 percent.
The plan was for the USPS to integrate the nickel-zinc Otis EV into its existing electric fleet, which included various vehicles since the 1950s. A few years earlier, it ordered 350 DJ-5E electric Jeeps to join the fleet. The revamped P-500 was a significant upgrade over the lead-acid Jeeps, which offered 29 miles per charge in ideal conditions.
However, the USPS opted for a lead-acid fleet from Commuter Vehicles, leading to reliability issues and limited electrification efforts for two decades.
Failure Is a Great Teacher
What happened to NASA’s nickel-zinc battery designs? Testing revealed that while capable of higher discharge than nickel-cadmium or nickel–metal hydride cells, the chemistry wasn’t robust enough for commercial use due to rapid fading.
NASA’s Lewis Research Center tested this modified electric Renault 12 in the mid-1970s.
For NASA, the mission was a success as it gathered data confirming that nickel-zinc batteries were unsuitable for future spaceflight. The Lewis Research Center’s test program provided valuable answers. NASA continued experimenting with hybrids and EVs, including the 1979 Garrett-Airesearch Electric Hybrid Vehicle, which used a flywheel for energy storage alongside lead-acid batteries. It also delved into simulating electric propulsion systems by building a road load testing machine at the Lewis facility.
The commercial failure of NASA’s nickel-zinc EV indirectly advanced electric vehicles. With zinc sidelined, attention shifted to nickel–metal hydride batteries, which gained traction in the 1990s with the introduction of the Honda Insight hybrid and GM’s EV-1 electric vehicle.
Original Story at www.motortrend.com