openinverter.org wiki - User contributions [en]

New Zealand

2024-12-04T04:16:17Z

Pelland: Initial content

Car modification and EV conversions are required to go through a certification process before being legally allowed on the road.

This process is managed by the Low Volume Vehicle Technical Association (LVVTA) [https://lvvta.org.nz/index.html] on behalf of the New Zealand government.

The actual inspection of the vehicle is done by a licensed LVV certifier and the results are submitted to the LVVTA for final review.

Once the process has been completed the LVVTA issues a cert plate to the certifier who then attaches it to the vehicle.

This cert plate carries information on all modifications to the vehicle, and can be inspected at any time by Warrent of Fitness inspectors or the police to ensure the vehicle is as certified. (In New Zealand vehicles are regularly inspected for safety)

The LVVTA was formed by a number of car clubs, founding members. It be useful to join one of these clubs but it is not a requirement.

Anyone thinking of doing an EV conversion in New Zealand should read through the LVVTA website

[[Category:Legalities]]

Main Page

2024-12-04T03:56:50Z

Pelland: Added water pumps to list

Did you know you can convert your existing fossil powered vehicle to use electricity instead? And that you can even produce that electricity yourself?

Open Inverter is a [[Main Page#Who we are|community of people]] and projects focused on open source solutions for EV conversions. Founded in 2008 by Johannes Huebner as an open source inverter control firmware, the project has since expanded to include the reuse of components from production EVs and hybrids, including inverters, motors, batteries, on-board chargers, and DC-DC converters, as well as the open source implementation of other necessary systems for EV conversions such as DC Fast Charging controllers.

<imagemap>
File:Electric-car.jpg|none|frame|Click on the captions to learn more about the respective system! Image source: https://www.newkidscar.com/

poly 248 166 542 166 542 217 248 217 248 166 [[#Reusing motors and inverters - aka drive trains]]
poly 1041 455 1336 455 1336 506 1041 506 1041 455 [[#Reusing Batteries]]
poly 147 344 428 344 428 391 147 391 147 344 [[#Onboard chargers and DC/DC converters]]
poly 844 624 1118 624 1118 673 844 673 844 624 [[#Onboard chargers and DC/DC converters]]
poly 935 539 1200 539 1200 586 935 586 935 539 [[#Rapid Charging]]
poly 134 435 394 435 394 483 134 483 134 435 [[#Auxiliary Parts]]
</imagemap>

This wiki is maintained by the wider community. '''Please update this wiki'''. For example if your question has been clarified on the [https://openinverter.org/forum forum] and the new information can not be found here, please add it! The credentials are the same as for the forum.

'''[[Main Page#Who we are|Developers]] time is best spent developing;''' '''Support is best found in the forums''' - Developers of various projects are often bombarded with private messages and emails. Managing these emails and questions is a extremely large undertaking. Please read, and take the time to understand the information available here and across the web if you don't understand a topic. Developers are not your personal support team, unless you want to [[Application Support|pay them directly]] for their time. To keep developers independent please consider donating - donation links can be found [[Main Page#Who we are|down below]].

==Reusing motors and inverters - aka drive trains==
[[File:Tesla_LDU.jpg|thumb]]
The drive train is one of the defining building blocks of your conversion as it defines how well your vehicle picks up speed. Over the years we have reverse engineered many popular drive trains from [[:Category:OEM|production cars]] such as Teslas. As a bonus using such complete drive trains facilitates getting the vehicle [[Legalities|road legal]] in many countries. By now you have a choice of low to medium power drive trains that only cost a few 100€ up to high performance ones at many 1000€.

We have established two methods of running these [[:Category:OEM|OEM]] systems: reverse-engineering their communication protocol and making the drive train "think" it is still in its original vehicle OR swapping out the control electronics for our own open source motor controller. The latter method gives your more control and power but also a steeper learning curve.

Nearly all drive trains are targeted at 400V battery voltage. Run at a lower voltage they will produce proportionally less power.
Here is what we have done so far and how we've done it. Some is still work in progress (WIP)
{| class="wikitable"
|+
!Manufacturer
!Drive Train
!Control Method
! Approximate Power Output
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model S/X Large Drive Unit ("LDU")|Large Drive Unit]]
|[https://openinverter.org/shop/index.php?route=product/product&path=61&product_id=64 Board Swap]
|335-475 kW
|-
|
|[[Tesla Model S/X Small Drive Unit ("SDU")|Small Drive Unit]]
|[https://openinverter.org/shop/index.php?route=product/product&path=61&product_id=62 Board Swap]
|180 kW
|-
|
|[[Tesla Model 3 Rear Drive Unit|Model 3/Y Rear Drive Unit]]
|Board Swap/Board reprogramming [WIP]
|239 kW
|-
|
|[[Tesla Model 3 Front Drive Unit|Model 3/Y Front Drive Unit]]
|Board Swap/Board reprogramming [WIP]
|121 kW
|-
|[[Nissan]]
|[[Nissan Leaf Motors|Gen1]]
|[[ZombieVerter VCU|CAN spoofing]]
|80 kW
|-
|
| [[Nissan Leaf Gen2 Board|Gen2]]
|[[ZombieVerter VCU|CAN spoofing]]/[https://openinverter.org/shop/index.php?route=product/product&product_id=57 Board Swap]
|80 kW / 130 kW (board swap)
|-
|
|[[Nissan Leaf Gen 3 (2018 up EM57)|Gen3]]
|[[ZombieVerter VCU|CAN spoofing]]/Board Swap [WIP]
|110 - 160 kW
|-
|[[:Category:Toyota|Toyota]]
|[[Lexus GS450h Drivetrain|Lexus GS 450h]]
|[[ZombieVerter VCU|Communication spoofing]]
|250 kW
|-
|
|[[Toyota/Lexus GS300h CVT|Lexus GS 300h]]
|[[ZombieVerter VCU|Communication spoofing]]
|105 kW
|-
|
|[[Toyota Prius Gen2 Inverter|Prius Gen2]]
|[[Toyota Prius Gen2 Inverter Controller|External Control Board]] ([https://openinverter.org/shop/index.php?route=product/product&product_id=68 Buy here])
|40-70 kW
|-
|
|[[Toyota Prius Gen3 Board|Prius Gen3]]
|[https://evbmw.com/index.php/evbmw-webshop/toyota-built-and-tested-boards Board Swap]/[[ZombieVerter VCU|Communication spoofing]]
|100 kW
|-
|
|[[Toyota/Lexus MGR Rear Transaxle Motor|MGR]]
|Prius Gen2 or Gen3 inverter
|18-50 kW (various models)
|-
|[[:Category:Mitsubishi|Mitsubishi]]
|[[Mitsubishi Outlander Rear Drive Unit|Rear Drive Unit]]
|[[ZombieVerter VCU|Communication spoofing]]
|60-70 kW
|-
|
|[[Mitsubishi Outlander Front Transaxle|Front Drive Unit]]
|[[ZombieVerter VCU|Communication spoofing]]
|60-70 kW
|-
|[[:Category:BMW|BMW]]
|[[BMW i3 Inverter|i3]]
|[https://openinverter.org/shop/index.php?route=product/product&path=61&product_id=72 Board Swap]
|125-135 kW
|-
|[[Chevrolet|Chevy/Opel]]
|[[Chevrolet Volt Inverter|Volt/Ampera]]
|Board Swap
|160 kW
|-
|[[:Category:Ford|Ford]]
|[[Ford Ranger TIM Controller|Ranger]]
|Board Swap
| Unknown
|-
| Renault
|[https://openinverter.org/forum/viewtopic.php?t=4749 Zoe]
|Board Swap [WIP]
|Unknown
|-
|MG
|[https://github.com/damienmaguire/MG-EV-Inverter ZS EV]
|Board Swap [WIP]
|Unknown
|}

==Reusing Batteries==
[[File:A09A7634.jpg|thumb]]
The most expensive and probably equally defining component is the [[Batteries|battery]] that stores all the energy for running your car. Batteries are usually assembled from a number of modules that in turn contain a number of cells. Usually batteries are reused on a module level. In rare cases the battery can be [https://youtu.be/_7l0Y1GsNJ4 reused as is in its original battery] box.

While there are also various [[16-cell BMS|open source implementations]] of [https://www.youtube.com/watch?v=_QsMoCrSTYc battery management systems] (BMS) we generally recommend using as much of the OEM BMS as possible. Sometimes the [[:Category:OEM|OEM]] BMS comes as an all-in-one solution that measures cell data and spits out state of charge and power limit information. In other cases the BMS is split into module units that measure the physical data (voltages, temperatures) and a central unit that calculates the high level information.

Sometimes we managed to reuse the complete system which is generally the safest as you can rely on the manufacturers well tested charge and discharge limits as well as reliable state of charge information (i.e. how much energy is left in the battery at any given time). In other cases we only managed to reuse the module units. This adds the convenience of having a well tested piece of hardware with the matching connector but required us to calculate all high level battery data ourselves. This also incudes [https://www.youtube.com/watch?v=RGYLPOlT45A cell balancing].
{| class="wikitable"
|+
!Manufacturer
!Model
!BMS usability
!Energy Content
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model 3 Battery|Model 3]]
|Module and high level [WIP]
|60-80 kWh ?
|-
|
|[[Batteries#OEM modules|Model S]]
|Unknown
|85-100 kWh
|-
|[[:Category:Nissan|Nissan]]
|[[Nissan Leaf BMS|Leaf/NV200]]
|High Level
|24-40 kWh
|-
|[[:Category:VAG|VW]]
|[[VW Hybrid Battery Packs|Passat/Golf]]
|Module Level
|8.7-36 kWh
|-
|
|[[MEB Batteries|MEB]]
|Module Level
|52-77 kwh
|}

== Onboard chargers and DC/DC converters ==
[[File:PXL_20241020_024043714.jpg|thumb|Onboard charger]]
The DC/DC converter takes energy from your HV traction battery and sends it to the cars 12V systems and 12V battery. It is basically a 1:1 replacement of the former alternator. An onboard charger (OBC) takes AC current from the grid and converts it into DC current to charge the battery. These two devices are often combined in one common enclosure hence why we treat them as one.
{| class="wikitable"
|+
!Manufacturer
!Model
!OBC
!DC/DC
!OBC power
|-
|[[:Category:Tesla|Tesla]]
| [[Tesla Model S/X GEN2 Charger|Model S and X]] (Gen2)
|yes
|no
|11 kW
|-
|[[:Category:Tesla|Tesla]]
| [[Tesla Model S/X GEN3 Charger|Model S and X]] (Gen3)
|yes
|no
|22 kW
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model S/X DC/DC Converter|Model S and X]] (DC/DC)
|no
|yes
|
|-
| [[:Category:Tesla|Tesla]]
| [[Tesla Model 3 Charger/DCDC ("PCS")|Model 3]]
|yes
|yes
|11 kW
|-
|[[:Category:Chevrolet|Chevrolet]]
|[[Chevrolet Volt Charger|Volt]]
|yes
|yes
|3.7 kW
|-
|[[:Category:Chevrolet|Chevrolet]]
|[[Chevrolet Volt 2 Charger|Volt 2]]
|yes
|yes
|3.7 kW
|-
|[[Dilong/Cascadia Chargers|Dilong]]
|
|yes
|yes
|6.6 kW
|-
|[[Eltek chargers|Eltek]]
|
|yes
|no
|3 kW
|-
|[[:Category:Mitsubishi|Mitsubishi]]
|[[Mitsubishi Outlander DCDC OBC|Outlander / iMiev]]
|yes
|yes
|3.3 kW
|-
|[[:Category:MG|MG]]
|[[MG ZS Charger|ZS / MG4 / MG5]]
|yes
|yes
|6.6 - 11 kW
|}
There are more chargers under investigation, only the proven working ones are listed here. See our [[:Category:Charger|charger listing]] for more.

== Rapid Charging==
[[File:Ccs-socket.jpg|thumb|CCS2 rapid charging socket]]
The above mentioned onboard chargers always have limited power as the space requirements and cost rise with power. To overcome this limitation modern EVs offer external access to their HV battery via a so called [[:Category:Rapid Charging|rapid charging]] port. This allows to charge the battery with a much more powerful external charger. As a bonus it also allows [[Bidirectional Charging|taking energy from the HV battery]] and powering appliances with it.

There are 2 rapid charging protocols and 5 connector flavours world wide
{| class="wikitable"
|+
!Connector
!Communication
!Prevalent countries
!Open Source solutions
|-
|[[:Category:ChaDeMo|CHAdeMO]]
|CAN
|Japan, world wide
|[[Chademo with ESP32-Chademo|ESP32]], [[Chademo With Arduino Due|Arduino,]] [[Chademo with Zombieverter|ZombieVerter]]
|-
|CCS Combo1
|[[Foccci|PLC]]
|US
|[[Foccci]], [[pyPLC]]
|-
|CCS Combo2
|[[Foccci|PLC]]
|Europe
|[[Foccci]], [[pyPLC]], [[BMW I3 Fast Charging LIM Module|I3LIM]]
|-
|NACS
|[[Foccci|PLC]]
|US
|[[Foccci]], [[pyPLC]]
|-
|GB/T
|CAN
|China
|
|}

== Auxiliary Parts ==
We have now treated all the major building blocks of an EV, but there are many other components to complete the vehicle such as heaters, gear shifters and so on. We will summarize them here.

* [[:Category:HVJB|HV Junction Box]]
* [[:Category:HVAC|HVAC]] (Heating, Air conditioning)
* [[Vacuum Pumps]]
* [[:Category:Power Steering|Power Steering]]
* [[Water Pumps]]
* [[VCU Comparison|VCU]] (Vehicle Control Unit)
* [[Shift Controllers]]

== Additional Reading ==

* [[:Category:Legalities|Legalities]] - Getting a vehicle road legal in your country
* [[Glossary of Terms]]
* [[Parameters|Inverter Parameter Definitions]]
* [[Common Inverter FAQ]] - questions common to all hardware variants
* [[Tesla Inverter FAQ]] - questions regarding Tesla Large Drive Units and Small Drive Units
* [[Electronics Basics]] - general advice for troubleshooting electronic circuits
* [[I want a cheap ev conversion|cheap EV conversions]] - this entry point for the penny pinchers
* [[I want a powerful ev conversion|performant EV conversions]] - where torque trumps money
* [[Mechanical design database]] - here you will find measurements, models, files, etc for a variety of components such as adapter plates and drive shaft flanges
* [[:Category:OpenInverter|Documentation of all OpenInverter Projects]]
* [[:Category:Tutorials|Tutorials]]
* [[Hardware Theory of Operation]]
* [[Software Theory of Operation]]

==Who we are==
There is no static team or openinverter company but here we list the most active community members with links to donation or information sites:

*Johannes Hübner, openinverter founder and developer - [https://www.patreon.com/openinverter support on patreon] follow on [https://www.youtube.com/user/EngineersFear youtube] and [https://github.com/jsphuebner/ github]
*Damien Maguire, developer and most active vehicle converter - [https://evbmw.com/index.php/evbmw-webshop visit shop] [https://www.patreon.com/evbmw support on patreon] follow on [https://www.youtube.com/@Evbmw youtube] and [https://github.com/damienmaguire/ github]
*Tom de Bree, active member and developer - [https://github.com/Tom-evnut github] and [https://citini.com/ shop]
*Uwe Hennig, master of CCS - [https://www.patreon.com/uhi22 support on patreon] follow on [https://github.com/uhi22/ github]
*celeron55, developer - support via [https://www.paypal.com/paypalme/celeron55 paypal] follow on [https://www.youtube.com/user/celeron55 youtube] and [https://github.com/celeron55 github]
*Dave Fiddes, active member and developer - Follow on [https://github.com/davefiddes/ github]
*Arber Kramar, long term member and developer - [https://leafdriveblog.wordpress.com/ Follow on blogspot]
*Janosch Oppermann, active member, developer and producer - follow on [https://www.youtube.com/@foxev-content youtube]

Hyundai Kona EV Coolant Pumps

2024-12-02T03:50:09Z

Pelland: /* Send Frame */ Corrected low voltage threshold to 7.9V

== Important note ==
The 2019 - 2023 Kona EV runs two water pumps, front & rear of the power unit. They are similar but responded and talk different CAN IDS.

Therefore they are not interchangable.

== Manufacture information ==
Front pump P/N 36910-0E650 OS/DE EV PE

Rear pump P/N 375W5-K4000 OS EV BAT

== Recall Notices ==
NHTSA has a recall notice out for pumps that leak water into the CAN connections. This notice has good picture of the insde of the pump motor.

https://static.nhtsa.gov/odi/tsbs/2019/MC-10169373-9999.pdf

== Pump Internals ==
The pump is a 3 phase permanent magnet motor with the control and driver boad mounted on the back. The PCB is not easily removable as the wiper contacts on the board are spot welded to the motor pins.

The board has a conformal coating.

The main IC carries the following designation

S912ZVML

WKH 5N95G

CTG82048A

The appears to be from the NXP semiconductor S12 MagniV range, specifically the MC9S12ZVM which comes in several memory sizes.

The chip is a 64pin package.

== CAN Messages ==

=== Send Frame ===
Both pumps share the same CAN frame structure for their send messages but use different IDs. Frames are sent at 100mS rate and start as soon as the pump is powered up.

Front pump sends 0x570 and the rear pump sends 0x4E4.
{| class="wikitable"
|+
!Frame location
!Signal
!Note
!
|-
|Byte 0 bit 1 - (Frame bit 1)
|Alarm Present
|set on any alarm bit in byte 7
|
|-
|Byte 1
|Set Speed
|Actual speed pump is set to by internal software .
Appears to have a min value of 0x2D ?
And max of 0xA6 But Max may be being held down by current being 1 below alarm level
|
|-
|Byte 2
|0x85
|Constant value
|
|-
|Byte 3
|0x00
|no other value seen
|
|-
|Byte 4
|?
|Appears to be about 1/2 speed but not as constant - is it flow rate?
|
|-
|Byte 5
|Current
|Amps * 10 (reads in 0.1A steps)
|
|-
|Byte 6
|0x00
|no other value seen
|
|-
|Byte 7
|Individual alarm bits
|
|
|-
|Frame Bit 56
|no water while purging
|
|
|-
|Frame Bit 57
|High Current
|Seems to triger at 5.8A
|
|-
|Frame Bit 58
|low voltage
|On at 7.9V off at 9V
|
|-
|Frame Bit 59
|not seen
|
|
|-
|Frame Bit 60
|No water while running
|
|
|}

=== Command Frames ===
If the pump does not receive frames with the expected frame ID it will default to full speed.

Front pump listens to only 0x523 for bytes 0 and 7

While the rear pump listens to 0x4DE for bytes 0 only and 0x523 for byte 7 only (Purge signal).

0x4DE is normally sent at 100mS rate.

0x523 is normally sent at 10mS but the pumps seem to be happy if they are received at 100mS

{| class="wikitable"
|+
!Frame location
!Signal
!Note
!
|-
|Byte 0
|Requested speed
|Pump desides the actual set speed
|
|-
|Byte 7
|Single bit only
|Note on rear pump this is a different frame ID
|
|-
|Frame bit 60
|Purge
|Sets pump running in air purge maintance mode.
|
|}

Hyundai Kona EV Coolant Pumps

2024-12-02T03:25:48Z

Pelland: Start of new page

== Important note ==
The 2019 - 2023 Kona EV runs two water pumps, front & rear of the power unit. They are similar but responded and talk different CAN IDS.

Therefore they are not interchangable.

== Manufacture information ==
Front pump P/N 36910-0E650 OS/DE EV PE

Rear pump P/N 375W5-K4000 OS EV BAT

== Recall Notices ==
NHTSA has a recall notice out for pumps that leak water into the CAN connections. This notice has good picture of the insde of the pump motor.

https://static.nhtsa.gov/odi/tsbs/2019/MC-10169373-9999.pdf

== Pump Internals ==
The pump is a 3 phase permanent magnet motor with the control and driver boad mounted on the back. The PCB is not easily removable as the wiper contacts on the board are spot welded to the motor pins.

The board has a conformal coating.

The main IC carries the following designation

S912ZVML

WKH 5N95G

CTG82048A

The appears to be from the NXP semiconductor S12 MagniV range, specifically the MC9S12ZVM which comes in several memory sizes.

The chip is a 64pin package.

== CAN Messages ==

=== Send Frame ===
Both pumps share the same CAN frame structure for their send messages but use different IDs. Frames are sent at 100mS rate and start as soon as the pump is powered up.

Front pump sends 0x570 and the rear pump sends 0x4E4.
{| class="wikitable"
|+
!Frame location
!Signal
!Note
!
|-
|Byte 0 bit 1 - (Frame bit 1)
|Alarm Present
|set on any alarm bit in byte 7
|
|-
|Byte 1
|Set Speed
|Actual speed pump is set to by internal software .
Appears to have a min value of 0x2D ?
And max of 0xA6 But Max may be being held down by current being 1 below alarm level
|
|-
|Byte 2
|0x85
|Constant value
|
|-
|Byte 3
|0x00
|no other value seen
|
|-
|Byte 4
|?
|Appears to be about 1/2 speed but not as constant - is it flow rate?
|
|-
|Byte 5
|Current
|Amps * 10 (reads in 0.1A steps)
|
|-
|Byte 6
|0x00
|no other value seen
|
|-
|Byte 7
|Individual alarm bits
|
|
|-
|Frame Bit 56
|no water while purging
|
|
|-
|Frame Bit 57
|High Current
|Seems to triger at 5.8A
|
|-
|Frame Bit 58
|low voltage
|On at 8.9V off at 9V
|
|-
|Frame Bit 59
|not seen
|
|
|-
|Frame Bit 60
|No water while running
|
|
|}

=== Command Frames ===
If the pump does not receive frames with the expected frame ID it will default to full speed.

Front pump listens to only 0x523 for bytes 0 and 7

While the rear pump listens to 0x4DE for bytes 0 only and 0x523 for byte 7 only (Purge signal).

0x4DE is normally sent at 100mS rate.

0x523 is normally sent at 10mS but the pumps seem to be happy if they are received at 100mS

{| class="wikitable"
|+
!Frame location
!Signal
!Note
!
|-
|Byte 0
|Requested speed
|Pump desides the actual set speed
|
|-
|Byte 7
|Single bit only
|Note on rear pump this is a different frame ID
|
|-
|Frame bit 60
|Purge
|Sets pump running in air purge maintance mode.
|
|}

Hyundai Kona EV Coolant Pumps

2024-12-02T02:18:43Z

Pelland: Start of new page

== Important note ==
The 2019 - 2023 Kona EV runs two water pumps, front & rear. They are similar but responded and talk different CAN IDS.

Therefore they are not interchangable.

== Manufacture information ==
Front pump P/N 36910-0E650 OS/DE EV PE

Rear pump P/N 375W5-K4000 OS EV BAT

== Recall Notices ==
NHTSA has a recall notice out for pumps that leak water into the CAN connections

https://static.nhtsa.gov/odi/tsbs/2019/MC-10169373-9999.pdf

== Pump Internals ==

== CAN Messages ==

Water Pumps

2024-12-02T02:04:12Z

Pelland: Added Kona pump

= A list of coolant pumps =
This is a list of water pumps that may be useful in an EV swap.

== Pierburg CWA Coolant Pumps ==
[[File:CWA200.png|thumb|CWA200]]
[[Pierburg CWA Coolant Pumps]]

The Pierburg CWA Coolant Pumps (200/400) are well known in hot rod engine swaps as they are significant coolant pumps that have the ability to be PWM Controlled, however connecting the PWM pin to +12V permanently also gives 95% speed

== Tesla Model S/X Coolant Pump ==
[[File:Tesla S - X coolant pump.png|thumb|Tesla S / X coolant pump]]
[[Tesla Model S/X Coolant Pump]]
 
 
 
 

Both the Model S and X use a very capable (but curiously unbranded) coolant pump. Internet research seems to indicate it may be made by VariMax, though there are so many Tesla part numbers it's hard to say which actual model it is.

== Bosch PCE (VAG and others) ==
[[Bosch PCE Coolant Pumps]]
 
 
 
 

== Chevrolet Volt Coolant Pumps ==
[[Chevrolet Volt Coolant Pumps]]
[[File:Coolant pump.png|thumb|Coolant pump]]
 
 
 
 
 

== Hyundai Kona EV Coolant Pumps ==
[[Hyundai Kona EV Coolant Pumps]]

= In List Form =
{| class="wikitable sortable mw-collapsible"
|+
!Pump
!DC Voltage
!Current Draw
!Control Method
!Inlet Size
!Outlet Size
!Max Flow
!Max Pressure
|-
|CWA200
|12
|
|PWM / ON
|
|
|
|
|-
|Tesla S/X
|8-16
|7.3A
|PWM
|19mm
|19mm
|720LPH@70kPa
|
|-
|Bosch PCE
|12
|
|PWM / ON
|
|
|
|
|-
|Kona EV
|8-16V
|~6A
|CAN
|17
|17
|
|
|-
|
|
|
|
|
|
|
|
|}

[[Category:OEM]]
[[Category:Accessories]]