Been a minute. Tried two separate Daly 800-amp truck start BMS units that didn't work. Took that off and got my Victron Lynx and a smart shunt hooked up. The truck fired right up on the first try today.

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Will be a while yet, but I still plan to order Tesla parts ...

Yeah, Johannes has the right info. (I think my post came from his or Damian's info in the first place)

I have a few LDU inverters torn apart but the parts are all in storage right now, I can double check this weekend. But from everything I've seen, I wouldn't push the LDUs much past 410V. I think ...

600V is the absolute maximum of the IGBTs, you need to shave off like 30% to account for spikes. Also the capacitor on the DC bus has a lower rated voltage, 450V or so


I appreciate that. I'll bump the pack voltage up a bit. This will help even out the pack form and keep the cells at their ...

I've decided that the 800-amp Daly BMS that I bought was a dead unit out of the box. No workie at all. Ordered a second one (sigh), and a couple JBD 300-amp 4s BMSs so that I hopefully have some chance of starting this damn thing. I'm anxious to start selling off the diesel parts.


Anyway - I've ...

Need to tidy it up a bit yet. Not the cleanest install, but this is intended to be relatively temporary. It's all hooked up. No communication from the BMS or any indication that it turns on yet.

Felt like going ahead and pulling the lead acid batteries out. 171 pounds of lead acid in total. The eight Winston cells are around 139 pounds.

Glad these cells are spec'd to function within freezing temperatures. Giving them 45 amps with the EBC, then I'll finish them off with a power supply.

Posting for reference - 200Ah Winston LYP cells use 12mm diameter bolt with 1.75mm pitch and 22mm length.

I should have ordered enough bus bars to parallel all eight cells at once. Ah well. I'll make some short cables for the rest.

Fedex has my Winston LYP cells! Says they'll arrive this coming Tuesday. I'll have to measure the thread pitch and length for them, then start top-balancing.

I do believe I will stick with Tesla LDU sport motors and inverters.

The Oshkosh 55000 transfer case that I have has a 0.99:1 high gear, 2.66:1 low gear, neutral, and an auto-locking center differential. Within the next few months, I plan to tear it down to start measuring parts and figuring out ...

12v LTO pack coming together. I need to continue drawing up the case to have 3D printed.

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I'm about to start drawing a bus bar for this BMS so that a single 4/0 cable will bolt to it. Once the Winston 200Ah LYP cells come in, this will be the temporary 12v ...

There have been some big axial flux motors on eBay randomly, some can stack. May be worth considering depending on your gearing.


I've seen those. May look them over again.

I did figure up the numbers for using the Tesla LDU motors adapted to my Oshkosh 55000 transfer case and they work out ...

OI forum has been super buggy on my phone, so no pics. Got all the LTO cells balanced up and assembled into a 2p6s pack. Just need to finishing designing the case.

As far as the Tesla LDU setup with Quaife 4.5:1 ratio coming, running that with Oshkosh 6:1 axle drive and 42.3" tires, the Tesla motor ...

Keeping the build thread going.

Bus bars for the LTO cells showed up. Cleaned those up and fired up the EBC to top balance the cells. Wonder how long the three lead acids batteries in the truck will power this :D

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Likely won't be until January that the first set ...

Do you have a picture of what the rear axle looks like currently?
I can't really see it in the picture of the back. May help think of different ideas. I was thinking 2 motors if it's split..


I don't have much interest in making modifications to the current drive axle unless doing so costs much ...

What about looking at truck e-axles? I'm not sure theres much of a market yet but i think this may be your best bet to having something strong and reliable. The LDUs are powerful but not what I'd consider to be reliable. You may be able to adapt their inverter or another inverter to the eaxle ...

Right now, the LDU is probably the most powerful option available at a reasonable price. Any of the newer EVs making more power are doing it with multiple motors, and more complex gearboxes.

I think it's just a matter of sorting out the right drivetrain/gearing selection for your use case ...

This is a maybe -

https://evwest.com/tesla-large-drive-unit-4-51-reduction-gear-set

480 peak ft. lbs x 4.5:1 LDU ratio x 6:1 Oshkosh TAK-4 ratio makes for 12,960 peak ft. lbs.



With those ratios, 70 mph at 15,013 rpm, 65 mph at 13.940 rpm, and 55 mph at 11,796 rpm. For the most part, I never ...

Got somewhere with the data on the transmission, today.

Torque converter ratio is 2.44:1 and 1st gear is 3.49:1. With the diesel peak torque and axle ratio, it peaks at 15,313ft.lbs. to the wheels.

As far as weight goes, the Tesla LDU and Winston traction pack come in at a approximately half the ...

I've done the math. The simplest thing to do is to keep the LDU and your axles, as Mangelsdorf suggested. That will give you a top speed of 60 mph and a torque of 15,000 ft-lbs.


Yeah, dang, I noticed this eve that I missed the decimal in the tire diameter last night. 423" tire was a bit off ...

Some goodies came in a couple days ago.

Yinlong 40Ah LTO cells to make an 80Ah 12v battery. This will be for LED lighting, radio, maybe the air compressors, etc.

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Set of four Viair 380C compressors to operate the air brakes and horn.

IMG_20251110_014632995_HDR ...

For some reason, I was thinking the stock Tesla LDU final ratio was around 12:1. Looking it up, it's actually 9.73:1?


Edit: sat down to runs some numbers with data in front of me -

Current DT466E peaks at approximately 215hp and 540ft.lbs.
MD3060 has a 5.17:1 1st gear. I don't know the torque ...

Update: Kiwi got me working. Just one setting had to be changed.

I have seen one instance of the rotor shaft stripping out, but I assume that must have been a fluke metallurgical issue, because I have not heard of other reports of that happening. I have seen stories of gears failing.

I do wonder if maybe you should consider keeping the stock gear reduction ...