Most of the components...Free Tax!!CarPuter InterfaceNew motor/gearbox ready to install...Motor mount brackets tack-welded...EV Status Report by Text Message!The New ClutchAnd for my next trick...
OwnerMartin Winlow
LocationMuch Hadham, England United Kingdom map
Web/EmailWebPage email image
Vehicle2001 Daihatsu HiJet (aka Piaggio Porter)
Japanese Micro-van, built in Italy
MotorNetgain Impulse 9 Series Wound DC
(www.go-ev.com - NetGain Motors Inc)

Continuous 30HP, peak 100HP
Max RPM 5500'ish.
DrivetrainStock 5-speed manual transmission to rear
differential. Ratios (inc 4.44 diff) 1st=16.7, 2nd=9.1,
3rd=6.1, 4th=4.44, 5h=3.7.

UPDATE - 17/7/09 - Despite my reservations, going
clutch-less is ok. Just a few seconds delay whilst the
gearbox cogs sort themselves out when shifting but I
am planning to put the clutch back in soon, simply
because it makes the system more flexible when
negotiating junctions etc. It will aslo give the van
much
better acceleration as I'll be able to change gear
much more quickly.

UPDATE - 04Jul10. Clutch now re-instated with a
home made flywheel. It is SO much easier to drive!!!
0-60 acceleration DOUBLED!
ControllerBelktronix 800A
(www.belktronix.com)
Complete system including battery monitors (over &
under voltage only - no voltage display or logging -
see later for that - one per cell - 38 in my case) and
charge balancers, 2.4kW charger/DC-DC converter
(50A @ 13.5V), 800A max controller, opto 'pot-box'
(throttle control) and associated gubbins including
main contactor.
Batteries38 Thunder Sky LFP160, 3.20 Volt, Lithium-Ion
(www.thunder-sky.com)

Nominal Capacity - 160AH
Operating Voltage - 2.5V to 4.25V
Weight - 5.6kg
Dimensions - 182W x 279H x 71D (mm)
Pack Weight - 215kg
System Voltage120 Volts
ChargerBelktronix (See above)
Is in same box as DC/DC converter. 2.4kw output.
(www.belktronix.com) Full range charge in 8 hours.
HeaterDiesel Webasto water heater through stock blower unit.
(Not yet fited).
DC/DC ConverterBelktronix (See above)
50A @13.5V
InstrumentationCarPuter running Windows Xp with CentraFuse-V2
incorporating SatNav, USB FM radio tuner, MP3 player,
hands free mobile, home brew VisualBasic based BMS
monitoring, warning and data logging program.
System status texting and polling to/from mobile
phone. Plus stock speedo etc.
Top Speed70 MPH (112 KPH)
On the flat with no wind.
AccelerationQuite peppy starting from 0 in 2nd gear and frankly
rather scary in first! Drops off after about 30mph as
the wind resistance builds up. Overall, better than stock
at low speeds but similar at higher speeds.
Range70 Miles (112 Kilometers)
Not tested for real yet but should be around 60 miles at
50mph, half that at 70mph - if it goes that fast and
about 150 miles at 10mph.
Watt Hours/Mile300 Wh/Mile
Definitely something best suited to the empirical
method of divining but due to the vans poor Cd (little
better than a house brick), not good. In winter, using
the mains-powered battery warmer muddles things
greatly but it is part of the function of the EV so I
guess it should be included.

Update - 280709 - It draws about 130 (battery) amps
at 50MPH (120V pack). The Whr/mile figure (above) is
based on the calulation of volts x amps at the
relevant speed (in mph) divided by that speed (see
tabled power consumption lower down).
EV Miles
Start:51,948 Miles (83,584 Kilometers)
Current:58,282 Miles (93,775 Kilometers)
Total:6,334 Miles (10,191 Kilometers)
Seating Capacity2 adults
Curb Weight2,300 Pounds (1,045 Kilograms)
...before conversion.

- ICE 1300cc alloy engine 107Kg
- fuel tank 11kg
- full tank of petrol 23kg
- cooling system - 11kg
- Bits and Bobs - 7kg
- exhaust/cat 18kg
Total = 177kg
+ motor 57kg
+ batteries and box 240kg
+ electronics 20kg
Total = 317kg - 140kg increase
Post conversion (calculated) = 2640lbs (1200kg). I'm
going to try it on a weigh bridge soon.
Tires155R12/88
Conversion TimeTo plan, research and acquire all the bits... about 18
months.

To instal everything bar heater, about 10 x 8 hour
days. However, I don't know how long it's going to
take
to iron out the bugs or 'finish' it. Will it ever be
'finished'?
Conversion CostDon't ask...
Motor - £1200 (imported direct from US)
Combined and matched control electronics, charger-
cum-DC/DC converter, system integrator and battery
balancing system - £1440 Carputer & battery
monitoring hardware - £400 ... but the good news is
that the electronics should last for 1000k (yes, 1 with
6 zeros after it) miles so they can be moved from one
donor to another... that's the theory at least!

At 50MPH it costs around 10p per mile in electric
which means each time I use the van to do my usual
commute, I save arounnd £4 - no servicing costs and
no tax and no MOT (something to do with milk
floats).
Additional FeaturesBrakes:- No ICE = no vacuum source for the brake booster. Ergo the vacuum
must be obtained elsewhere. I started with a cobbled together used vacuum
pump from a Volvo S40 but it never worked well and the switch kept failing so I
bought a Cibi (MES DEA) 70/6E purpose-designed pump which works
beautifully, practically silent and is simplicity itself to fit. The downside is the
price. I was quoted £320 from CIBI (UK) and £450 from another UK source but
in the end bought it from the US, delivered and VAT/duty paid for £240. From
Switzerland to the US and back again and at half the price I can buy it for here
in the EU - Bonkers!


Road Tax - Getting the converted van taxed (for non-UK readers this is the
vehicle excise licence - levied by the G'ment and helps pay to maintain roads
etc - well, actually helps pay for benefits!). This is free in the UK for electric
vehicles but first you have to battle G'ment bureaucracy to get it signed off as
'tax class = electric'.

I had to take the van to my 'Local Office' of the DVLA at Borehamwood for an
inspection. Took 10 mins (30 mins waiting - of course, despite pre-booked
appointment. There is very little helpful info on the DVLA's web site about
this.

An electric blanket installed with the batteries keeps the battery pack at a
warm and toasty 22 deg C whatever the temperature outside.

In a bid to minimize pack imbalance I have wired the controller power to
come from the whole pack via a mains PSU which appears to work happily at
120V DC. Ditto the heater.

Electric 'Fuel' Economy(Wh/mile includes all standby electric costs (warming
batteries, carputer), charger inefficiancies and excludes savings from charging
at work)
Date ........ kWh ...... miles .... wH/ ........ Fuel .... £
................................ done ..... mile ......... p/l ... saved
22Aug09 .. 44620 ... 52352
31Aug09 .. 44808 ... 52520 ..... 303 ....... 106 ...... 68
18Oct09 .. 45030 ... 53008 ..... 455 ....... 106 ...... 58
15Nov09 .. 45174 ... 53512 ..... 486 ....... 109 ...... 36
29Nov09 .. 45296 ... 53532 ..... 535 ....... 109 ...... 27
16Dec09 .. 45421 ... 53885 ..... 353 ....... 108 ...... 43
29Dec09 .. 45518 ... 54129 ..... 398 ....... 108 ...... 38
24Jan10 .. 45506 ... 54704 ..... 490 ....... 112 ...... 40
06Feb10 .. 45671 ... 55039 ..... 493 ....... 112 ...... 43
08Mar10 .. 45867 ... 55649 ..... 555 ....... 114 ...... 31
27Mar10 .. 46097 ... 55868 ..... 600 ....... 116 ...... 24
06Apr10 .. 46206 ... 56105 ..... 460 ....... 120 ...... 29
19May10 .. 46465 ... 56669 ..... 459 ....... 122 ...... 70
24Jun10 .. 46657 ... 57169 ..... 384 ....... 120 ...... 62
05Jul10 .. 46766 ... 57414 ..... 444 ....... 118 ...... 29
04Aug10 .. 47025 ... 58012 ..... 433 ....... 118 ...... 72
15Aug10 .. 47143 .. 58282 ..... 437 ....... 117 ...... 32
............................................................. Total = 720


code by jerry