This Manual-Transmission EV From 1980 Proves It’s Not A New Concept

Electric cars are becoming increasingly popular, particularly in the U.S., but they still garner a lot of criticism for being boring to drive. A big reason for this is due to the fact that they typically translate into an uninvolved driving experience, as they only feature a single-speed direct-drive system that manages all the power output functions. Modern high-performance models do employ automatic transmissions, but they feature manual overrides that give you access to the multiple gears, akin to a clutchless manual vehicle.

True gearheads will always promote a manual stick shift as the ultimate driving experience, because it gives you complete control over the entire drivetrain and just makes things feel more mechanical. EV manufacturers have been trying to attract driving enthusiasts by applying technology to simulate what we love most about ICEs. The Hyundai Ioniq 5 N‘s simulated DCT is a key example of this, and it has garnered some positive comments. Interestingly, this is not a new concept, as an EV start-up from the 1980s had already devised a four-speed manual transmission for its quirky Dodge Omni-based EV project.

To give you the most up-to-date and accurate information possible, the data used to compile this article was sourced from various manufacturers and other authoritative sources, including Bonhams.

Jet Industries’ Crazy Dodge Omni-Based EV

Just A Handful Of Models Were Put Together

The Malaise Era resulted in some of the worst examples of cars produced by American manufacturers during the 70s and 80s. A big reason for this was the demand for lower fuel consumption and improved safety standards, prompting brands to change their product strategies overnight. While it was a poor period for the industry, it also laid the groundwork for technologies that would later become standard, even in cars that manufacturers produce to this day. Among the most notable efforts was Chrysler’s survival thanks to Lee Iacocca’s L and K cars. F-body models like the Aspen and Volaré struggled against Japanese competition, which had the jump on affordable, efficient, and reliable vehicle options.

The Dodge Omni 024 had already benefited from government-funded aerodynamic research. It became the basis for Jet Industries’ Electrica 007 experimental EV, developed during the second energy crisis. The U.S. Department of Energy backed this project, intending to build 30,000 electric cars. The plan ultimately collapsed due to primitive battery technology and a sudden drop in fuel prices. Jet Industries released a few thousand conversions, including the Electrica 007. This conversion replaces the model’s Volkswagen-sourced 1.7-liter four-cylinder engine in favor of a 23-horsepower DC motor sourcing energy from fifteen six-volt batteries. This was enough to squeeze out 60 miles of range and reach a 70 MPH top speed, while achieving a fuel economy equivalent to 70 MPG.

The Speed-Control Four-Speed Manual Transmission

The Electrica 007 retained the four-speed manual transmission from the gasoline-powered Dodge Omni 024, but its role was very different in the electric conversion. Instead of working to keep an engine in its power band, the gearbox mainly acts as a simple reduction unit, since the 23-horsepower DC motor delivers usable torque from zero RPM. Think of it as more of a progressive power limiter rather than a manual transmission.

With this in mind, you can start and drive the vehicle in second or third gear most of the time. First gear is reserved for steep inclines or when carrying heavy loads, similar to a low-range gear. Fourth gear grants you access to the claimed 70 MPH top speed limit. Frequent gear shifts akin to a manual transmission vehicle are unnecessary. Keeping the manual transmission simplified the conversion process and reduced costs, as Jet Industries did not need to engineer a direct-drive or single-speed setup. The use of an existing gearbox also allowed mechanics and owners familiar with Chrysler products to service the car without specialized training.

Simple But Genius Battery Technology

The Electrica 007 features a lead-acid battery pack consisting of fifteen six-volt deep-cycle batteries mounted in the trunk area. Together, they provided a system voltage of 90 volts, which powers the 23-horsepower direct-current electric motor. The placement of the batteries in the rear added significant weight, reducing available cargo space but keeping the layout simple for conversion purposes. You can only charge this battery via a standard 110-volt household outlet using an onboard charger, with a full charge typically taking several hours.

On a full charge, the car can achieve a driving range of about 60 miles under moderate conditions, though the range varies depending on load, terrain, and driving style. The pack’s weight, along with the limitations of the 1970s lead-acid chemistry, restricted performance and long-term durability, as battery lifespan was often short and replacement costs high. Considering this EV has a defined electric architecture, there would be no way of converting this system to a more modern lithium-ion pack.

Using The Omni 024 As A Platform

The Dodge Omni 024 debuted in 1979 as a sportier, two-door fastback version of the Dodge Omni hatchback. This was Chrysler’s answer to the rising popularity of compact, front-wheel-drive cars from Europe and Japan. The quirky model is based on Chrysler’s L-platform and shares a lot of parts with the Plymouth Horizon. The 024 brings a sleeker and more stylish option to the economy segment, with its lower roofline, longer doors, and a sloping rear hatch, giving it a quasi-coupe profile while retaining hatchback practicality.

As we’ve mentioned, this model is only available with Chrysler’s 1.7-liter unit, built under license from Volkswagen. You can have this with a manual or automatic transmission, both of which prioritize efficiency during the fuel-conscious late 1970s. Inside, it carries a simple, economy-focused trim, though optional features attempt to give it an upmarket edge. The Omni 024 eventually evolved into the Dodge Charger 2.2 in the early 1980s, gaining performance models like the Shelby Charger that kept the sporty spirit alive.

Toyota’s Take On The EV Manual

It Plans To Bring This Tech To Future Models

Toyota has experimented with a simulated manual transmission in a Lexus UX300e prototype to bring driver engagement back to electric cars. The system uses a real six-speed shifter, clutch pedal, and tachometer, which the brand sources from its GR86. Instead of mechanical linkages, it relies on electronic inputs that control software simulating engine behavior. Using this system, you will experience virtual torque curves, rev limits, stalling, engine braking, and even shift shock, with artificial engine sounds matched to gear and revs.

This means the car can simulate the feeling of stalling the engine if the clutch and throttle are poorly managed, or provide rev-matching and braking when downshifting, closely mimicking the feel of a combustion manual. A switch allows drivers to toggle between standard EV mode and this manual-simulated mode. The brand said it wants to apply this technology to its EVs by next year, but we’re yet to see this be fulfilled.

Hyundai’s Simulated DCT In The Ioniq 5 N

The Hyundai Ioniq 5 N introduces a feature called N e-shift, which simulates the feel of an eight-speed dual-clutch transmission in a fully electric car. Instead of a single, seamless surge of torque, the system electronically modulates power delivery to mimic the gear changes and shift shocks of a high-performance DCT.

Paddle shifters on the steering wheel let drivers upshift and downshift, with software that adjusts acceleration and deceleration to match each virtual gear, not too unlike Toyota’s technology. Paired with the N Active Sound+ system, which plays engine-like sounds through interior and exterior speakers, the result is a driving experience that feels familiar to enthusiasts used to high-output combustion sports cars. The goal of the system is to add drama and rhythm to acceleration, especially on track, while also helping drivers manage power more intuitively.

Porsche’s Automatic Two-Speed Electric Motor

Porsche employs a unique two-speed automatic transmission for the Taycan’s rear electric motor to balance efficiency with performance. It’s not a system that you can manually control, but considering there are only two speeds, there’s really not that much to control. Most EVs use a single planetary reduction gear, which favors either range or acceleration, but the Taycan’s transmission-based system covers both. The first gear is short and engages during hard launches or when maximum acceleration is needed, helping the car achieve its sub-three-second 0–60 MPH times.

Once the car reaches higher speeds, the transmission shifts into second gear, which has a much taller ratio designed to improve efficiency and allow sustained high-speed driving without over-revving the motor. The shift itself is managed electronically and happens quickly enough to remain smooth, although drivers can feel a brief surge similar to a gear change in a combustion-driven car.

The Rest Of The EV World’s Single-Speed System

A single-speed transmission in an electric vehicle works as a fixed-ratio reduction gear that connects the electric motor to the drive wheels. Unlike combustion engines, which need multiple gears to stay within a narrow power band, electric motors deliver instant torque from zero rpm and can sustain very high rotational speeds, often up to 15,000–20,000 RPM.

The transmission’s reduction ratio lowers this high motor speed to a usable wheel speed while multiplying torque for acceleration. Because the motor produces smooth, continuous power, there is no need for gear changes, clutches, or complex shifting mechanisms. The setup is compact, mechanically simple, and highly reliable, with fewer moving parts than multi-speed systems. Most EVs pair the single-speed unit with software-controlled power management that adjusts torque output for efficiency, traction, and performance.