If you really want 400hp, you need to start with a motor designed around those sorts of power levels... Trying to lash up a Prius motor when you have a goal for 400hp doesnt make any sense, when those motors make not even half that.

I also dont see the point of keeping the C6 diff and trying to add ...

My understanding of modern ESP systems is that the ESP computer can calculate a maximum torque value and sends this to the engine computer.

The ESP computer knows live wheel speeds, as well as having some accellerometers for yaw etc, and is provided current engine torque over can. When it detects ...

Many vehicles will latch airbag faults on until reset. So for instance if you had powered the vehicle on with a airbag or crash sensor unplugged, and have since reconnected it, the light will remain on until the fault is cleared within the Airbag ECU.

Dont need to buy any special cell balancer, a bench PSU will do the job.

Ofcourse the question is why that cell is low, it would usually indicate a problem with the cell, rather than it just having magically got tiself out of balance.

You cannot have a battery connected in series and parallel at the same time. That would create a dead short and associated fireworks.

I presume your 10 modules are connected in series to power the main drive inverter...

It would surely be far more space efficient to use a single charger/DCDC ...

NicksCarHistory wrote: ↑Thu Oct 03, 2024 8:25 pm currently have a 2014 MS with a salvage title so I can't DC fast charge anyway

Cant DC fast charge, or cant supercharge?

My understanding was salvage Teslas were blocked from the supercharger network, but could still fast charge elsewhere. Maybe i've missunderstood or it varies between cars.

There was a company that sold a rapid charge kit for the RAV4 and B250e models, which were using Tesla Model S drivelines.

It basically worked somewhat as you describe, it "started" the car so it was in drive mode, and then fed the charge current into the DC bus. Seemingly the car didnt care that ...

Yeah, i imagine most OEM cars wouldnt let the battery get below 3v per cell anyway... Hence they all go very quickly to full current.

Take a look at the Fastned charging curves for various EV's, they all go hard right from the low end then taper off as the SOC increases.

Perhaps be careful below 10%, especially if you've run it really low, but from 10% upwards you should be able to run 50kw

An example:

Fastned_Chargingcurve ...

Why are you limiting charge current so much at lower SOC?

Dont most EV's see thier highest charging powers at those lowest points?

Is 210v enough for the OEM inverter to start?

Regarding the diff question, you will want to remove the diff and weld the small planetary gears to disable the differential function, then you can use either output depending on which best fits with your drive train/direction etc.

Thursday (3:19:30):



Pretty consistently banging in those 12.1's

Strugging to find tuesdays run, the failed run is around 3:18 in the live stream, but i cant see the second pass, was it late, or have i just failed scrubbing thru the stream?

Wednesdays run (2:25:50):

Mondays Pass (4:42:46):

I'll be looking out for you in the live streams

Is there a reason for not just using the pre existing driver board?

yeah it does seem like a common theme, from the big youtubers to the little guys and everything in between, its always a last minute thrash as the time runs out.
Did you ever get to the bottom of your WOT tuning issue? Did you investigate the current control firmware that seems to get spicy results?

If you turn the ignition off, the inverter stops inverting. Surely thats your emergency stop?

Even if the HV contactors welded at the same time, if the inverter and control boards dont have logic power, theres no more drive.

That sounds like a lot of work for three weeks, especially 3 weeks of evenings and weekends!

Good Luck, really hoping to see this thing lay down some times.

The modules themselves will be fine.

However the BMS will almost certainly have some sort of crash lockout especially for airbag deployments. Many cars will have a pyrofuse inside the battery, and the BMS can often have a "locked down" state which requires dealer tools to clear.

If you plan to ...

My 2p....

Whats the goal of chaining the L110 and the Allison?

The transmissions job is to convert the high speed of the engine(and motors) down to typical propshaft speeds. The L110 is already doing that. Putting a second gearbox behind it seems redundant, and especially a complicated automatic ...

FYI 13.5v is undercharging your lead acid, and you will perhaps eventaully run into issues with sulphation. Ideally you want it around 14.1v as a flat value, and certainly not below 13.8. OEM designs will push up towards 15v for a short time, especially on AGM batteries, then will drop back to 14ish ...

Can you not get a cooling plate sandwiched in between the modules? Something like a slab of aluminium with some copper pipe embedded into it that you can pump water thru....

Theres good reason everyone has water cooled batteries now ;) Especially if your wanting to push charging rates up beyond the ...

yeah i'm probably confusing it with something else!

Ah fair enough, not familiar with the differences, istr with some tesla units they just added more in parallel?