And don't forget to save your Grandpa-raffin and Mothdog from the frightening darkness.ĭEFEAT THE MONSTERS -Explore the Bulb house, that is full of frightening creatures. Solve puzzles, defeat wicked monsters and reveal bulby's abilities to unfold a twisted tale. Find light in yourself!īulb Boy is an intuitive 2D point & click horror adventure about a boy with a glowing head (alright, it's a bulb.) inspired by Machinarium and Gobliiins. Gather the courage and use his glass head to save everything he loves. His family has disappeared and there are horrid monsters lurking in the shadows. Anyway, electrification will future-proof a much-loved heirloom, as well as make it city friendly for today.One gloomy night, Bulb Boy wakes suddenly from a frightening nightmare to discover that evil has overshadowed the Bulbhouse. By the way, if you still don’t fancy this gearshift business, and want rapid DC charging, Electrogenic can also design and build 400V single-speed conversions. But then, look what people spend on engine rebuilds for their classics. (There’s a cheaper drop-in kit for Land Rovers, as used at Glastonbury’s Worthy Farm, and there will soon be one for Minis.) You’d be looking somewhere around £40,000. Most of Electrogenic’s conversions are bespoke, and it offers loads of choices in motor, battery size, voltage and more. People tend to start by overspecifying, paradoxically. Electrogenic doesn’t like to put a number on things until it has had an honest talk with a prospective customer about how the car will be used. In the case of the DS and a Rolls Silver Shadow, also fluid suspended, they built an electrically driven hydraulic pump too. Then they design a package of electric components to fit those spaces and suit the original weight distribution: batteries, motor, charger, inverter, DC-DC converter and cabin heating. Electrogenic’s conversions swerve criticism of historical vandalism by being wholly reversible: “We don’t cut the original car.” They start by unbolting the newly superfluous – engine, radiator, exhaust, fuel tank – before digitally 3D scanning the original body and chassis. The cabin too is as per original, although the glovebox hides a charging info screen. Unless you lift the bonnet, the only sign is the missing tailpipe. It’s cleverly packaged, stealing not a jot from the immense cabin space, nor the boot. You wouldn’t mash the range by hauling down the autoroute, would you now? Because it’s low-voltage, DC rapid charging would cook the cells, so this one takes 22kW three-phase, enough to replenish in just over two hours. Enough for the owner of this car, who drives it daily, to have just returned from a lovely tour of France, with plenty of lunches. Torque delivery has been carefully mapped to preserve the transmission, which means it rather resembles the long-stroke OHV engine that lived here before.īatteries sit under the back seat in place of the fuel tank, as well as above the motor under the bonnet. But flex your ankle all the way and it has the sort of surge that, while not overdone, is definitely handier than the original. The accelerator has a long travel, with a very gentle tip-in, so it’s easy to be smooth. With a hiss the body gently arises from its slumbers. Open the gorgeously contoured door, sink down into the pillowy seat and activate the systems. Although you use the clutch for changing gear, you don’t touch it for starting or stopping because, remember, the engine’s ‘idle speed’ is zero. Pull it out and you switch the motor, for reversing.
One rather hilarious touch is this car still has its original choke knob. It’s not actually intimidating to operate, easing through its up-down gate with a gentle ker-lunk. But for interest – and efficiency – you can use the upper gears on faster roads, and shift down to get extra regeneration, which adds range because it’s not a blended brake system.Īs with anything mid-century Citroen, the gearlever is unconventional, a large wand branching off the steering column. So in town if it’s not hilly you can just stick it in second or third and drive like a ‘normal’ EV. Of course the motor, unlike an engine, can drop to zero revs. It also means the motor has a narrower rev range, so it’s worth keeping the original gearbox. It runs at a lower voltage than today’s electric cars – 110V instead of 400 or 800.
Well bless my soul, this one has a clutch and gears.
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