No, I’m going to sell the components. I don’t have as much spare time anymore anytime soon.

Sadly, I have to report that the Golf has had an accident right after my last post over here.

The electric components weren’t hit and are still okay, but the chassis is bend which means I’m not going to rebuild it.

It truly has been a great adventure, and I learned a lot by doing it.

I will post the parameters when I get home. I do have to say I was only doing about 90-95kmh for achieving those figures, but it actually was in a very hilly part of Belgium. I haven’t tried optimising the parameters for economy either. Maybe it gets even better with lower Fslipmax and higher Fweak ...

I had a day off last week, and decided I wanted to test the Golf’s range. I live in the south of the Netherlands and drove to France and back without recharging. I did a total of 421km, which I’m very pleased with. On the first 150km I drove extremely cautiously and measured my “fuel” usage. It ...

I've been thinking about something else;

As we all know, low speed open throttle performance is way better with low (~250) Fweak. I also noticed my LDU seems to be performing a lot better at higher speeds (above 150kmh/90mph) with higher Fweak settings (370-380), rather then by just using enormous ...

It was during winter indeed! I haven’t tried what kind of efficiency it could achieve during summer. The car was already pulled apart by that time.

I’m currently testing some setups with very high Fweak and Fslipmax. I’m able to pull 1150A consistently now from about 95kmh to about 155kmh ...

Tesla driveshaft adapters are not the only possible answer to this problem.

I had been stuck on the driveshaft chapter in my build for quite some time. In the end, I welded together my cut VW Golf driveshaft head to head to a cut Tesla drive shaft. It was only for testing the fitment of it.

After ...

I can confirm Jon Volks statement about the regen.

I just did the update from 5.12 to 5.14, and it is so incredibly smooth. The regen bug which fully locked the wheels before coming to a halt is fixed. The low speed stability has also been greatly improved. I haven’t tried any WOT yet, because of ...

I went on a small vacation with the electric Golf this weekend. I departed on my 250km (155 miles) journey with my untested higher fslipmax setting, but luckily I didn’t run into any problems or OC’s.

I can’t even remember when I tripped my last OC.

After those 250km, cell voltage had dropped from ...

What capacity do the two Volt packs have? And at what kind of voltage drop are you looking under WOT?

I’m swapping to 16” rims because I’m upgrading my 288mm brakes to 312mm brakes. Wheel size will increase by about 4%, but I’m very limited by the Golf III wheel arches.

Awesome!

The Golf consumes a little over 400kW peak at the moment, according to my BMS.

My only concern at the moment is the maximum RPM the LDU can take. With my Fmax at 625 it’s at now, I should be pushing 18.750RPM if you don’t calculate the losses by slip. I want to set it to the same 650 Jon ...

Ah, thank you! That makes sense.

I’ll first set my fslipmax a little bit higher, after which I’ll start some testing with the fconst and fslipconstmax parameters.

Lowering fweak isn’t useful for me, since I can’t put all of that torque down with my FWD. I’m not looking for more peak power, I’m ...

Updated parameter set. Same car/setup, just improved performance and driveability.

Further details on the what/why behind the changes can be found here.



https://openinverter.org/forum/viewtopic.php?f=10&t=126&start=40

https://youtu.be/vaGZ_PKfq-I

updated tesla LDU parameters.json


You ...

The problem is that I would like to benefit from the regenerative braking at higher speeds, but I don't want it to behave violently at low speeds.

These are my current parameters:

{
"boost": 2300,
"fweak": 258,
"fweakstrt": 400,
"fconst": 450,
"udcnom": 360,
"fslipmin": 0.84,
"fslipmax": 3 ...

Does anybody have any experience with tuning the parameters for braking at low speed? When I brake, before coming to a complete stop the regenerative braking ramps up extremely violently. I have set the brake ramp-up time to about 10 seconds, so I can take my foot of the brake pedal for a second ...

Today, I've had the opportunity to lay my hands on a new Mercedes fuse.



It's a 700A rated fuse, with quite promising characteristics.



I think it will be perfect for the LDU.
Also, it is pretty big.

What role do the other HV devices play in these considerations. After opening the contactors or if the main fuse breaks, they remain connected to the motor. Can this absorb energy? For bench tests, usually only the motor is connected. The audi AC compressor seems to have a 486V TVS!


That is ...

What kind of ratings were the fuses which were too small?

I remember someone using a 5A breaker on the bench and others used some tens of amps fuses and reported inverter failure on the bench. I assume that happened under regen as only regen moves energy from the motor into the inverter. If a ...

I am planning on using a fuse rated at 30A 450V for the 120v and 380 volt low speed tests. I have the frequency maxed at 100Hz and I had no intentions of moving it much farther than that. I am certainly not going to be introducing regen on the bench if I don't have to.

I see people doing high ...

johu wrote: ↑Wed Sep 22, 2021 7:31 pm So far we have only seen very small fuses trip in action, no appropriately rated ones.

What kind of ratings were the fuses which were too small?

The 500A Bussmann fuse can do 1500A for 4 seconds before blowing. The Sport LDU can pull 1400A peak. The small margin for error scares me a little bit.

I have two quick questions for folks putting low value fuses in the hv feed to Tesla drive units :

1)What do you imagine will happen if/when the fuse blows and the motor is running at high rpm?

2)Have you ever seen me do that in a video or do I use some other method?

Please , please, please ...

If you can publish the registration documents which show allowed weight for the car and individual axles, and if it's possible to get an official list of the suspension and brake part numbers from somewhere, it might be possible to upgrade the weight of Golf 3s in some countries. That would be ...

Because it's an original CitySTROMer, which had 520kg of lead acid batteries, it's allowed to weigh 1410kg. That's a lot more than the ~1100kg of a normal Golf mk3.

I don't know why it was allowed to have that much more weight, since it's still the same chassis overall. I'm hoping the new weight of ...

RetroZero wrote: ↑Mon Sep 20, 2021 6:16 am Awesome battery box!

Thanks!

Fabricating a lid for the batterybox that doesn't touch the bonnet is gonna be a little bit challenging, but it was the only possible way to fit all 6 of the batteries.