Electric Jeeps aren’t new. In 1974, the U.S. Postal Service ordered a fleet of nearly 350 battery-electric mail delivery vehicles.
Now a division of Stellantis, Jeep has three new battery-electric models on the way in the USA: an e-Wrangler, the Recon, and the Wagoneer S. Meanwhile, the Jeep Avenger SUV/BEV is already on sale in Europe. Electrification is a big step for the offroad-flavored brand, but oddly enough, these aren’t the first Jeep EVs. Way back in 1974 came the Jeep DJ-5E Electruck, a delivery vehicle produced mainly for the U.S. Postal Service.
AM General, the American Motors division that produced the standard, gasoline-powered DJ-5, was also responsible for the DJ-5E electric variant. Based on the same 81-inch wheelbase, two-wheel-drive chassis and body shell as the familiar Jeep postal vehicle, the Electruck was essentially identical in exterior appearance.
The driveline installation was straightforward. Where the DJ-5’s 153 cubic-inch, four-cylinder Chevrolet engine and Powerglide transmission usually resided, a 20-horsepower DC compound-wound electric motor was dropped into place. With no need for a transmission, the 263-lb motor was coupled directly to a driveshaft and conventional hypoid rear axle with a 5.89:1 ratio.
The battery pack (similar to a forklift setup) was supplied by Gould, Inc. A set of 27 conventional lead-acid battery cells producing a total of 54 volts went under the hood, encased in a single package. Total weight of the battery unit was 1,300 lbs, while its capacity was 330 ampere-hours (17.82 kilowatt-hours). Gould also supplied the 68-lb controller unit, which contained a silicon controlled rectifier, motor speed and directional control, and charge rate monitor. Both in-vehicle 120-volt and 240/480-volt off-vehicle chargers were available.
With the added burden of the battery pack and associated hardware. the Electruck weighed in at 3618 lbs, several hundred pounds more than the fossil-fueled DJ-5. And there is is. Those familiar with the electric vehicles of the era can see where this is going. The extreme weight and limited storage capacity of the lead-acid battery crippled the Electruck’s capability from the start. As we’ve seen time after time, a truly practical electric vehicle would not be possible until better batteries arrived. .
When NASA tested the DJ-5E on behalf of the U.S. government for a study of electric vehicles in 1977, it measured a 0-to-30 mph time of 23.4 seconds—30 mph being the maximum cruising speed. Absolute maximum range was 32 miles, grade-climbing ability was poor, the regenerative braking system was awkward and ineffective, and the battery began to fail after 300 charging cycles. While the vehicle platform was far from optimized for EV use, the real problem was the lead-acid battery. The Electruck arrived several decaades too soon for the battery technology that could make it work.
Attracted to the potentially lower operating costs, the U.S. Postal Service purchased 342 Electrucks, and reportedly, they gave more or less acceptable service—within their limitations—until 1983 when they were retired. (Canada Post also acquired five DJ-5Es.) By then, the postal authorities had determined that vehicle service life was the important factor in managing costs, and commissioned the Grumman LLV. The LLV stood for Long Life Vehicle.
If I drive a Jeep that was actually used in WW II, will I get the willies?
Hmm, yes indeed that is essentially an improved fork lift propulsion system. There was probably nothing better available at the time.
EV technology at that point hadn’t moved on much from the days of Woods, Baker and Detroit Electrics. Nonetheless, the post office presented an ideal use case for it – fixed routes, lots of starts and stops and lots of idling to eliminate.
It’s also interesting that the response to the main factor being vehicle service life was to commission the bespoke LLV rather than do what so many other light-duty fleet operators do which is buy off-the-shelf models in a resale-friendly spec (no rear seat delete, etc) and flip them while they’re still worth something. Probably not feasible at USPS’ scale, and there’s no question they got their money’s worth out of the LLV which could well be the oldest car or light truck you’ll see in person today.
Another point I forgot to mention is that electric milk “float” trucks were in widespread commercial use in Britain at this time, and had been the industry standard there for some time.