openinverter forum

Hello Everyone,

I'm thinking of putting a Model Y Performance motor in a commercial box truck.

I plan on re-gearing the drive unit to 3.54:1 from the stock 9:1 (see link one below). I'd then use a coupler to link both sides of the differential together (see link two). The output from the motor would then go into the truck’s differential, which has a reduction of 6.14. The truck also has much larger tires, measuring 1.06 meters in diameter.

According to my calculations, this setup would give the truck a top speed of 170 km/h with the motor at max RPM (18,500 approx). This is much lower than the Model 3/Y, which tops out around 260 km/h.

obviously 170km/hr is much too fast for a box truck. I don't plan on going much over 100 km/h, and the truck will be a lot heavier than the Model 3/Y, weighing around 15,000–20,000 lbs so having a bigger gear reduction would add to the low end torque...

My biggest concern is overheating and derating of the motors. Does anyone have any experience with Model 3/Y motors being used in continuous-duty applications?

For reference, the diesel engine in the truck has only about 200–250 hp.

I'd also mention, the truck is 4x4 an I plan on having two motors, one for the front diff and one for the rear diff.

Any thoughts of opinions would be greatly appreciated

https://amprevolt.com/products/tesla-mo ... 6062179380

https://amprevolt.com/collections/motor ... 6435477556

Hi and welcome!

Jeffery wrote: ↑Sat Sep 14, 2024 7:29 pm Model 3/Y motors being used in continuous-duty applications?

Why do you think the truck will do continuous duty operation?

Accelerating to 100 kph will pull a peak for a few seconds, then it takes maybe 30 kW for a truck to remain at the speed. Even uphills end at some point

I am struggling with a similar conundrum, trying to repower my 10 tonne motorhome using a Lexus L110 electric/transmission driving into the original 4 speed auto with the transmission torque converter locked up and a separate oil pump for the auto transmission, similar to the way the L110 transmission is set up ..... will the L110 transmission with both MG1 and MG2 driving, have enough continuous output or even peak output to last long enough to climb a big hill dragging 10 tonne along?
How does one calculate such a thing? I can't use the base factory figures, the L110 was never set up to have the battery fed directly into the main power section of the inverter, nor was it set up to run both MG1 and MG2 as drive motors ......

A thought for your box truck conversion using the Tesla motor, what if you ran a 2 sp power glide transmission built up to race specs, then you would be able to spin the motor up to full speed in low range for the hill climbing and drop into direct drive once the heavy work was over ......

T1 Terry

T1Terry wrote: ↑Sun Sep 15, 2024 9:09 am How does one calculate such a thing?

Start here to figure out what kind of power requirements are needed.
https://x-engineer.com/pages/ev-perf-calc.html

The key here is to keep in mind you are trying to use motors designed for vehicles less then half the weight. There will be a bit of a power buffer in terms of having excessive continuous power rating due to the massive performance. No public info on continuous ratings as far as I have seen.

In Germany, the continuous output of electric vehicles is written in the vehicle documents. There, 88kW is stated for the Model3 SR and 155kW for dual motor performance for both motors together.

muehlpower wrote: ↑Sun Sep 15, 2024 11:52 am In Germany, the continuous output of electric vehicles is written in the vehicle documents. There, 88kW is stated for the Model3 SR and 155kW for dual motor performance for both motors together.

155kW continuous would be enough, 200ish horsepower, that's what the truck has right now

johu wrote: ↑Sun Sep 15, 2024 8:36 am Hi and welcome!


Why do you think the truck will do continuous duty operation?

Accelerating to 100 kph will pull a peak for a few seconds, then it takes maybe 30 kW for a truck to remain at the speed. Even uphills end at some point

Yeah that is fair, but we have very big hills where I live and then it's down hill which with Regen also produces heat in the inverter and motor.

Id like to under more about what the Tesla 3/y motor can do for leak Regen and different rpms.