The gen 3 transaxle requires welding of the power split device as like the gen 2 the oil pump is mechanical and driven by the ice input shaft. Any reason we couldn't run a small motor on the ICE input shaft to keep the oil pump happy? Keeping the transaxle sealed has a lot of advantages especially ...

Unless I am missing something important, the Gen 3 only needs an external modification to mobilise the ICE input shaft. It is designed and therefore already approved to run in EV mode up to 61mph using MG2 alone. There is potential to boost further with MG1. T In this video Professor Kelly suggests...

RetroZero wrote: ↑Sun Aug 30, 2020 1:24 pm How do you plan registering your 911 since the build was done in UK?

EV Shop are in Romania and can undertake French homologation;

https://evshop.eu/en/

DaveH wrote: ↑Tue Aug 25, 2020 4:40 pm How is the screen itself terminated to ground? Via the glands?

The glands are clamped into the Tesla HVJB just like the original cables.

Alibro wrote: ↑Mon Aug 17, 2020 9:28 pm No plans yet. The body seems to be in great nick.

Build a track car? Would be great to know what the performance limits are of the Leaf drivetrain

jon volk wrote: ↑Sat Aug 29, 2020 2:21 pm There's a US based distributor that sells them.

That's good news but $224 is retail pricing from the manufacturer... hopefully we can get someone to provide them at much more aggressive pricing

Yup, my case is a little more complicated than the rest of you. Very tough rules, so throwing something together is just what authorities are waiting to see and make a lesson of it.. You misunderstand... we are suggesting a test car that you drive around a field or track not on the road... AFAIK th...

So I need to attache them back? If you run a contactor that requires an economizer without one then you'll burn out the coil. We had the Tesla Model S/X contactors on the bench this week. I can confirm they consume ~2.5A @ 13V and get very hot. They require an economizer. IMG_20200826_150614.jpg

leman2112 wrote: ↑Sat Aug 29, 2020 11:28 am Oh nice! Thanks Kevin! I just bought one!

Great! Got to love Tesla plug and play

What concerns me the most here is all this work being done without anyone even running one in a car. Doesnt have to be road legal. Throw one in, battery in the back seat and go driving around in a field until something breaks or you run out of charge. Agreed... if I was developing a product based o...

larsrengersen wrote: ↑Fri Aug 28, 2020 6:16 pm I'll look for a source and can stock some.

I'll give you the contact at ISA

ZooKeeper wrote: ↑Fri Aug 28, 2020 4:04 pm So much for needing hundreds of volts to get an MGR to road speed, I guess that is now completely DISproved

Probably need a load to be sure but that's fantastic progress

Maker_of_Things wrote: ↑Fri Aug 28, 2020 9:48 am I have gone back and edited all the images to be attachments so they should all now be safe.

Many thanks

So total weight is 1478kg . Front axle weight 858kg . Rear axle weight 620kg . That gives a 58/42 split . Fabulous... it will be interesting to see how the final electric drive conversion compares to the ICE version :) One comment... can you post photos direct to the forum not via a third party web...

ZooKeeper wrote: ↑Thu Aug 27, 2020 12:43 pm there is some proof of this

This is good news

Please note that you can embed your YouTube videos as follows;

[media]your_youtube_url[/media]

leman2112 wrote: ↑Thu Aug 27, 2020 2:53 pm still on the lookout for the blue connector and harness if anyone wants to sell one or if anyone knows someone that wants to sell one.

Is this what you're looking for?

https://www.ebay.com/itm/2015-Tesla-Mod ... 3489589541

clanger9 wrote: ↑Tue Aug 25, 2020 5:45 pm I take it the "reverse burnout" was un-intentional...

No, we wanted to see who on the course would bottle out first

So its used then..? Have to ask around :) If you search for eBay vendors who are selling the Tesla Model 3 PCS you will often find they are selling the HV connectors; Here's the motor connector for 70 USD; https://www.ebay.com/itm/Tesla-Model-3-Battery-High-Voltage-Driver-Unit-Motor-Plug-Connector-...

JaniK wrote: ↑Tue Aug 25, 2020 4:55 pm Where did you source the model3 HV connector?

Wherever they are cheap

Maybe next week. Certainly possible, but we still don't have CHAdeMO tested. @FJ3422 has the DC/DC signals all working, if someone could do the same for the charger I'll think about adding VCU functionality. -Isaac OK, I haven't considered we could be using Chademo functionality in parallel with EV...

More driving in circles

https://twitter.com/NewElectricIRL/stat ... 50181?s=20

I'm not super happy with the stock HV cables for the LDU from Tesla, and am considering building my own bespoke cables, but there are some bit's I don't know how to source, or even what they are called. They are the connectors/Shielding terminators in the attached photos. I couldn't find anything a...

I've been experimenting with terminating the screens on Tesla HV cables. For the 35mm2 SDU cables I used three ferrels which had the screen braid sandwiched between them. This sandwich was gently crimped with a 95mm2 die (being careful not to damage the insulation of the central HV cable) and then h...

Yeah, I tried the contactor with another multimeter (a little better this one ) energised it and it read 7.3 ohms. I gave it a knock off the bench, tried it again, 3.8 ohm :D I think Damien would describe that as 'less than optimal behaviour' :D Well done for posting the information needed to debug...

RetroZero wrote: ↑Tue Aug 25, 2020 7:53 am Any ideas?

Can I suggest you hire an electronics engineer for a few days? I don't want to minify your efforts but you seem to be stuck in a world of pain and maybe some expertise would help move your project forward?