France
Gaining approval for a conversion in France is difficult (**details required**).
As of 03 April 2020, conversions are now legally possible without requiring authority from the vehicle manufacturer (who almost always said no).
The normal Manufacturers weight specifications need to be respected to with-in +/- 10%. That is total and axle weights.
The conversion must not modify in any way the structure of the vehicule - ie: no cutting and welding. The kit needs to be a bolt in configuration, so reversing to ICE remains possible.
The Engine Management / Onboard Diagnostics requires to remain functionnal - no warning light malfunctions. More importantly, original ABS, Cruise Control, Brake assist etc needs to function as originally intended by the manufacturer.
Important (as of 10 April 2020)
- conversion kits need to be validated by the French Vehicule Testing Body, and be presented by a registered 'Retrofit' company with Civil and Professionnal liability insurrances (to mention a few) - cost for homologation is anywhere around 30 000€ or more!
- conversions can only be carried out by registered and certified fitters of kits (speciality garages)
- battery packs need to comply with EU/CE compliance, with an important mention to batteries manufactured by certified companies only - no home made systems (unless you are willing to pay the costs for certification). This poses a problem for recuperating modules and creating your own battery pack
The association AIRe has been working with the government to construct a 'legal and safe' environnement for conversions, and since the investments and homologation costs are extremley high, the business model is generally to homologate a kit for certain 'mass market' models, and carry out conversions on an industrial basis.
Some 'retrofit companies' are selecting the high end market, proposing kits 'from' 20 000€ to 30 000€ for small city vehicles.
Additional Requirements (from German Legalities link)
Requirement Summary
- You must indicate that the car is ready to drive
- The motor mustn't operate while the car is charging
- The chassis must be grounded while charging
- Forward and reverse selection must be clearly indicated (a given when using a stick shift)
- The Kw output must be equivalent to between 65% and 100% of original ICE
- It must be indicated when your battery runs low
- Warm air must exit the passenger vents
- The brake boost vacuum pump must create sufficient vacuum - will be tested
- Regen must integrate with ESP/ABS - i.e. cut regen when ABS steps into action
- Regen without brake lights must not be stronger than -1.3 m/s²
- Power steering must remain operable
- Even if the main traction battery is depleted the 12V system must stay operational - e.g. hazard lights
- HV cables must have orange color. Either it is orange in the first place or inside an orange tube
- HV must be galvanically isolated from the chassis
- High voltage parts must be covered the they cannot be touched. HV warning stickers must be on any part that has high voltage inside. Cables, connectors etc. must be fit for use in a car.
- At least one battery pole must be interrupted by a relay when the car is turned off. The battery must be fused
- The chassis mustn't be stiffened by your modifications
- The battery must be sufficiently tightened as to not endanger passengers in an accident - more specifically, the battery must withstand when fully charged
- · 2 g in the longitudinal direction
- · 1 g in the latitude direction
- · 1 g in the down/up direction
- · 2 g in the up/down direction
- without exceeding a minimum of 75 % elastic resistance or 50 % mechanical resistance caused by a pulling force (acceleration or de-acceleration)
- EMC must be ensured - see Gerrman Summary for details
- You must create an "emergency map" that displays the location of the battery, HV cables and instructions how to turn off the vehicle
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However, EV Romania (here) have provided homologation services for a number of vehicles including the "Electric Vehicle World Tour" van.
In this video EVWT describe the process;