openinverter forum

So im struggling to find any hard facts on the output rpm of the GS300H/IS300H CVT. Ideally before going down this route (as otherwise it's kind of the neatest solution for my RWD van) I'm hoping to get some better information. Failing that I'll just take the plunge and see if I can measure the output RPM.

Anyway, if anyone has one of these on a bench at the moment it would be amazing if they could measure the output RPM somehow. Am I right in thinking the zombieverter gives the RPM of MG2? If so, given the ratio of the speed reducer we could calculate this easily. However, max rpm is relative to voltage right? If I feed it 300V max rpm is likely to be less than if I feed it 350V.

Sorry I'm a complete noobie on this and I'm very much learning as I go. Hopefully someone can shed some light on my ignorance.

Max rpm is assumed to be 14000rpm based on the top speed of the is300h with its 2.5:1 diff. Short answer...how much bottle do you have? The gearboxes are stupid cheap just fit it see what happens as there are alot of unknowns on what power it gives with a 400v battery. It's a try and see approach you can always change a diff later.

edit:
if that's all a bit too risky i would go with a leaf stack connected to manual (clutchless) gearbox its known good and bratatude does the couplers and supported under zombie.

IS300h and GS300h have different tyre sizes and gear ratios, and slightly different advertised top speeds, however when you work it all out they both end up with the gearbox output flange running at ~4200rpm at their max speed.

Which as above, is just shy of 14k RPM MG2 via the 3.33:1 ratio.

MG2 speeds are well understood, and in an EV operate in exactly the same way to the original application, so running the box at 4200rpm output is no different if its in the Lexus or some conversion project.

The fuzzy part is MG1, as thats the part that isnt operating as per factory in these conversions. Helpfully in the 300h box, the MG1 ratio is lower than MG2, so its already spinning slower by a decent chunk with a locked input shaft.

Aragorn wrote: ↑Tue Apr 11, 2023 9:01 am IS300h and GS300h have different tyre sizes and gear ratios, and slightly different advertised top speeds, however when you work it all out they both end up with the gearbox output flange running at ~4200rpm at their max speed.

Which as above, is just shy of 14k RPM MG2 via the 3.33:1 ratio.

MG2 speeds are well understood, and in an EV operate in exactly the same way to the original application, so running the box at 4200rpm output is no different if its in the Lexus or some conversion project.

The fuzzy part is MG1, as thats the part that isnt operating as per factory in these conversions. Helpfully in the 300h box, the MG1 ratio is lower than MG2, so its already spinning slower by a decent chunk with a locked input shaft.

Thanks this is exactly what I needed confirmed, going by the gearbox output being 4200rpm I could reach 85mph with my diff ratio of 4.1 and my tyre size.

Aragorn wrote: ↑Tue Apr 11, 2023 9:01 am The fuzzy part is MG1, as thats the part that isnt operating as per factory in these conversions. Helpfully in the 300h box, the MG1 ratio is lower than MG2, so its already spinning slower by a decent chunk with a locked input shaft.

That's very interesting/encouraging! I've been following the discussion about max speed in the GS450H box, where the big concern is about MG1 overspeeding, so this seems like a key advantage of the 300H setup, which I hadn't realised before.

Another thing that needs clarification really is whether the GS300H will operate at those rpms on normal pack voltages of 400V. In the OEM application the motor gets fed 650V for high power situations, but in our use, we bypass the boost stage in the inverter and this the motor is fed a lower voltage, which could translate to less rpm. I'd really love to see what (if anything) people have to say on this and what experiences people have had.

With a locked input shaft MG1 is going to spin much faster than MG2.

With a locked input shaft, MG1 speed compared to the propeller shaft is almost 2x as much on the L210 compared to the L110, if I recall correcty.

If you don't lock the input shaft you don't have this problem of course. Then your options are either leaving MG1 unpowered or locking the PSD.

Please correct me if I'm wrong. And also update the wiki while at it. I've never actually touched an L210.

Sorry for jumping into the topic. I have a question. According to the wiki, the GS300H has 105 kW, but it seems like a big difference compared to the 227 kW that the GS450H has when the MG1 input shaft is locked. Is it a mistake on the wiki, or is the GS300H half as powerful as the GS450H?

The power listed for the GS300H transmission the L210 is the drive motor MG2 power. There are no real figures available for the MG1

the GS450H MG2 power is rated at 147-165kw.

https://toyota-club.net/files/faq/21-12 ... n.htm#L210

Thanks tom91, let's see if anyone comes with real meassures, as GS450H has reach 350kw on test.

Tachopis wrote: ↑Wed Nov 22, 2023 11:22 pm Thanks tom91, let's see if anyone comes with real meassures, as GS450H has reach 350kw on test.

really, which test has it showing 350kw?

Hi Tom91, to be hones, I took these numbers from one comment in this forum, see image above. I would prefer to use L210 as per the oil pum, but in otherhand I want as max power as I can obtaing as the donnor vehicle will be heavy old one.
Any advise?

Tachopis wrote: ↑Mon Dec 11, 2023 9:08 am image.pngHi Tom91, to be hones, I took these numbers from one comment in this forum, see image above. I would prefer to use L210 as per the oil pum, but in otherhand I want as max power as I can obtaing as the donnor vehicle will be heavy old one.
Any advise?

No facts in that comment just a guy pulling numbers out of his ass.

Buy what you can get, GS450H is a well proven setup and quite some documentation about and should be more powerful then the GS300h L210.

Given that the GS300H is an easier install and should be more available.

Totally agree. Dificult to decide, prices are both similar, and pretty cheap. In fact, checking hybrid gearbox I see other options but not documentation or proves. As I said, I won't take the risk, I want something proved and with power enough to have good performance in a old Jag.

Damien has a working GS450h and so does Silent Classic and the performance easily beats the vehicles they are fitted to.

Yep, I saw the Damien's one, and all his docs. Great Daman job as usually I didn't see the one from Silent Classic. I will follow the conversion Artur Kustusch did with his Jag. Seems this gearbox fits supper in there.

Re Bmwagon,
L210 trans , using Mg1 and Mg2
Prius zvw30 inverter,
76cells from Imeiv ,
Bmw E 61 I think was marked on driveshaft 2.7 diff,
Approx 26" tyre OD.

290v, around 90A observed max so far drawn on 5km trip
Also an indication of 34kw, which would be 115Aish.

Max speed on today's test run was 65kph, limited by traffic, an open road run is planned, but now rain has stopped progress. Aiming to find working limits.
Figure was around 4000rpm Mg2 speed.

Had struggled to find much information on the L210, so hence figured some trialing required.. Goal is to use this trans in a Soarer, where the L110 looks to bulky to fit the tunnel. In the absence of an available 300h inverter, a modified zvw30 inverter which are freely available some with faulty Boost converter, which is bypassed, seemed a good idea,

I did see on some post that 85kph had been achieved, can't find the post to re read, could anyone point me to it please.

Have worried the neighbour, who had glanced into the empty engine bay a short time before testing, and was aghast, stating emphatically But it's got no Engine.
I added , yes could take it to BMW and say think have a few cylinders missing!

Hope this information may help for anyone

Nice!
Where are you hiding the batteries currently?
Also I think you should beef up the small connecting wires, they look like they are 6mm2 max.

Batteries are in the rear luggage at this stage for trialing .
This vehicle was intended as a mobile test bench, aimed at assessment of suitability for use in another vehicle, a Toyota Soarer, or Lexus 430scv.

The linking wires are a chopped off loom that came with the inverter plugs, and yes was stunned at how small they are inside the standard car, as you saw looks like 6mm□. and far too light.. But as is size used by Toyota, have pressed into service, and monitoring temp .