Hi all,
Due to a change in circumstances I never got my project off the ground so have decided to sell these parts to make space.

GS450H transmission
Inverter
Oil-pump & controller
Wiring loom
Coolant pump
Splined coupler (from clutch)

There should be all parts needed to get this working, it came ...

Its simply an amplifier circuit to reduce the amplitude of the phase current signals, so the inverter drives more current to achieve its target 'torque'.

Yes. Already done it on the 110kW version and it seems to work great.

If you are willing to open her up, i have been curious to know if they are using the same infineon IGBTs in this and therefore it is just a firmware change.

The reason being, my current sensor mod can overcome the firmware issue but not if I'm going to blow the gen4 igbts.

Did some playing this morning. The missing message is 4B9.

Do you have a 40kWh pack? If so I thought it would essentially have a ZE1 BMS and therefore send out the 1C2 etc? Perhaps they flashed special firmware if not.

Nice. Resolver coding worked, I had got confused trying to get it to send the other numbers which aren't used!

FYI the fuse derate curve is shown here:
https://www.socfuse.com/products/detail/dc500vbt2543/

Btw. I didn't do anything smart with the CAN bridge, I just multiplied demand by 1.4

I'm not having much luck with this so far.
It appears in your log that byte 02 is the address of the number it wants, and then it is also in byte 02 of the reply.

I get the first number (86), but then not the others, see below. Unfortunately, I don't know what the number should be because I don't ...

Sure, see attached. I have access to a 110kW car so planned to send it messages and keep trying to clear, just haven't had the chance yet.

The sensor is screwed into the inverter base and comes with it as it is part of a coolant path. The main issue was trying to find a connector to fit, it's some kind of Denso plug I think, I just used bare pins and glue.

Hi Dala,

I have done this mod and can confirm that it works. I haven't totally finished but here are some of the things I have found:

New coolant hoses needed
The Gen3 has a coolant sensor underneath which needs wiring into the comms connector - this is the only difference in the wiring
For ...

No worries.

Today I tried to see if I could get more power/torque from this by spoofing the torque request. Turns out it's limited like the old inverter so the 160kW car must have different firmware.

I thought it was the EV-CAN, it has the BMS, VCM, and inverter messages on it. Is there another bus I am missing?

Got some more logs today of both AC and DC charging.
File size is too big for Github so just need to find an alternate. Any suggestions?

In the meantime, I plotted a nice acceleration to give a bit of an idea of what the torque/power output of this motor/inverter combo is. It seems torque limited ...

I do for 'evcan3.txt":

Start Log
Turn on vehicle
Accelerate
Regen
Accelerate
Regen
Turn off vehicle
Stop log

I still have the car so can do some more if there's anything in particular needed.

I'm curious as to whether this one is torque/power limited in the firmware or if its the same inverter ...

Here are some EV-CAN logs I took from a 2018 Leaf if it helps development:

https://github.com/doctorprox/Leaf_CAN

Thank you for this information, it helps my understanding.

Do you know if the converter requires the main DC link capacitor?

I think it will be easier to supply the converter via a separate fused feed than to try and splice a fuse in-line with the original busbars. How did / would you do that?
I ...

I would be interested to know if anyone has had long term success using this method.

The 330CI project which started off the GS450h trend did use the buck/boost converter for both charging (boost) and for powering the DC/DC (buck). The guy didn't report any long term issues but there was no detail ...

Hi,
Has anyone used the 12v DCDC from a GS450h?

Stepping down a high voltage to 12v with the main DCDC is too much, but I think stepping down to ~250v and using this second DCDC to drop down to 12v could work.

I have the wiring diagram for it but no car - so I do not know what signals it needs to ...

Hi,
Can anyone recommend an insurer that has covered an EV conversion?

I have called several without much luck - it is not in the standard dropdown list they have for mods and even companies that say they are specialists for modified vehicles appear confused at the idea of an EV conversion ...

I have been considering this also.

The main challenge I can see is getting the rest of the car to continue to work (aircon / ABS / etc).

There are a lot of ECUs interconnected - even the AC compressor goes via the Hybrid ECU.

The question I am toying with is would it be better to keep the Hybrid ...

Damien, did you remove the engine ECU completely or leave it in?
I am curious as to how much of the electrical system needs 'simulating'. I assume the bits you are currently trying to work out the messaging for is the DSC/TCS system? What about other things such as iDrive, airbags, central locking ...

slow67 wrote: ↑Sat Mar 14, 2020 10:55 pm I am building a drag car, so that’s why I wont lock the input shaft. I’ll weld the PSD in mine so MG1 and the 3rd motor wont fight.

Do you have any motors in mind for MG3?

E61

Thanks for the replies. I think I am getting a better understanding now.

I'm going to assume that MG1 freewheels 'under inverter control' to ensure that 0Nm torque is applied to the ICE and the back EMF is balanced out? In which case I think the welding idea is probably best.

I've seen a few ...