Hey im planning on making my high voltage connections soon and just wanted to get a another pair of eyes on the wiring before i go ahead.

I have eight 12s battery modules scattered throughout the vehicle for a total of 96s and am trying to put my pack contactors in the correct location per the ...

AMP3R wrote: ↑Fri Aug 01, 2025 8:31 am Yes in plans to release turnkey controller with mobile app.

Very cool, where can we get more information on this?

Drill a hole for a set screw? Or press a bearing on the spline and use a spring to keep constant tension on the coupler which i imagine is free floating between both splined shafts

Could you pop the inverter off, extend the wires and run it to see exactly where it’s leaking as it spins up.

2nd thought, run it with the inverter side full of fluid. Last I checked, transmission fluid is dielectric so worries of frying anything

That part number matches my 2017 model x front drive unit

Maybe a shot in the dark as these vehicles are pretty new but im wondering if anyone has experience with the battery modules from a Rivan R1T or knows the part number for the connector? Ive searched TE.com with no luck.

Connector has 32 pins, top row has 7 pins on each side with 4 missing in the ...

A Tesla small rear drive unit would be a better fit with a lot less fab work needed

Very Cool! Ive seen completed units like this although information on how its actually done and the oiling are extremely hard to find.

Jacobsmess wrote: ↑Fri Oct 18, 2024 6:32 am 1. No the pdm is not needed fir operation
2. No idea on max Amps. I've seen the leaf em61 motor and a custom inverter running 400hp.

Thank you!

Hello I’ve been reading and looking around for a while now although haven’t seen any clear info on a few things.

1. Is the PDM needed to run the inverter and motor? I plan to use the leaf motor only as a on demand boost and use the factory installed ice engine to regen and charge the batteries ...