Flywheel and clutch installedPlugged in and Powered upReinstall of Motor and TransmissionMotor mountsRear Batteries and chargerFirst Car Show Appearance June 19, 2022Flywheel with taperlock and coupler
OwnerJ Anderson
LocationPrince George, British Columbia Canada map
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Vehicle1990 Mazda Miata
Red Hardtop and Black Softtop
MotorSiemens PV-5133 3-Phase AC
Liquid cooled motor originally manufactured for
Ford Ranger pickups.
Motor complete with quadrature encoder and
winding thermocouple
DrivetrainStock transmission with clutch
ControllerAzure Dynamics/Solectria DMOC 645 originally aircooled now liquid cooled
Batteries99 Thunder Sky 60AH, 3.35 Volt, Lithium Iron Phosphate
30cells in the trunk
39cells in place of gastank
30cells under the hood
System Voltage332 Volts
ChargerElcon PFC-2500 TCCH-288-06
Charger setup for a standard 120v 15amp plug as
well as a 240v 15amp plug at home. On a 240v
plug the batteries charge at 7.4amp
Heater2 x 1500 watt ceramic heaters mounted in place
of the old heater core
DC/DC ConverterIota DLS-220-55
InstrumentationStock gauges driven by a customer programed
ESP32 controller which will interface via
bluetooth low energy with an GEVCU 6 from
AccelerationAcceleration is better than stock and the drive
is currently limited by software to 200ftlbs to
save the transmission and rear differential.
Range70 Miles (112 Kilometers)
The design goal is a range of at least 70km on
80% of the battery capacity at 70km/hr.
Watt Hours/Mile275 Wh/Mile
260 Whr/mile driving around town
EV Miles
Start:69,372 Miles (111,619 Kilometers)
Current:69,496 Miles (111,819 Kilometers)
Total:124 Miles (199 Kilometers)
    As of 10/12/2022
Seating Capacity2 adults
Curb Weight2,620 Pounds (1,190 Kilograms)
52% rear and 48% front, which is quite close to
the original 50/50
Conversion Timeway way to long....
Additional FeaturesPower Steering thanks to an electric power steering pump from a 2007
Volvo V70. Flying Miata replacement coilover shocks
Miata NA to NB
top hat conversion. JLD404 amp hour meter for tracking power
consumption and battery capacity.
After much research, time, effort, setupbacks and wins the project
is now cruising the streets.

July 28, 2022: Resolved some software limits that was limiting the
duration of full throttle as the converter thought the motor would
be overheating

July 8, 2022: Setup Regen and one peddle operation. It feels great
to be regenerating some charge when slowing down for traffic

June 19, 2022: The car was a complete hit at the Fathers Day show.
People were gathered around the car all day.

June 17, 2022: The car is on the road and will be shown at the
Father's Day car show

Feb 13, 2011: The contactor box is under construction and the all
the parts are on hand.

Mar 02, 2011: The copper bus is finished and the contactors are
being properly controlled by the VFD to allow the precharge to
occur. A 12 volt signal from the cars 'start' position on the
ignition switch will start the whole process using a optically
isolated TRIAC

Apr 10, 2011: The plan was to order batteries in June. The
supplier provided an update that the next order had been moved
move to the middle of April. The rush is on to finalize the
numbers and configuration........

Apr 13, 2011: The battery order is placed. 106 60AH Thundersky
batteries should leave on a boat from China around April 26th :)

Apr 17, 2011: The machinist has finished making the coupler to go
between the motor shaft and the clutch. Nice job and the 60611T6
Aluminum was quit light even though it is almost 3-1/2"OD. The
adapter plate to mount the motor to the transmission was printed
on paper and transferred to plywood for a test fit. Everything
fits perfectly. There is room for the motor mounts and batteries.
I would post some pictures but there is a problem with EV Album
not accepting uploads. Next on the list is to mount the electric
power steering pump and get a custom hose made.

Apr 26, 2011: Custom power steering hose was fabricated.
Unfortunately there appears to be a problem with the electric
power steering pump...the smoke has been let out:(

May 24, 2011: Pickup up the batteries. The manufacturer kindly
racked and strapped the batteries as per the layout required for
the car. All the cell had a measured voltage of 3.29 or 3.28

May 29, 2011: The fabrication of the motor mounts is complete.
There is no longer a need to support the motor and transmission
combination with a jack or overhead rigging.

June 17, 2011: Finally spent a bit of time taking apart the volvo
power steering pump and discovered that the wrecker sold me a pump
that was full of water. The motor had rusted to the point that it
would not turn at all. That is why the electronics heated up and
the smoke was released. I wonder if I can convince the wrecker to
send me a replacement unit?

December 15, 2011: Back at it after a much to long break.
Fabrication of the Aluminium and ABS battery boxes is underway.
The box for the trunk will hold 30 cells. Most of the box is
where the muffler was previously located. The trunk space will be
almost the same as it was before. The next box to fabricated will
be located where the gas tank was removed. It will house 39
cells. The remaining 37 cells will be located under the hood in
the engine compartment.

March 3, 2012: The battery box that replaces the gas tank is
nearly complete. The trunk box just needs to have the seams
solvent glued. Working with Aluminium has been a bit of a
learning process. At first I was using die grinder and rotatory
file for shaping, but now the work is much faster as I got my
hands on some 4" grinder discs made for Aluminium. The supplier
for shielded orange cable has been found and the order should be
finalized in the next week or two.

April 8, 2013: It has been quite sometime since the last update.
The Volvo electric pump steering pump is installed and working
perfectly. The Volvo electric vacuum pump for the power brakes
works well, but has not been installed yet. The vacuum pump will
be start and stop according to a pair of adjustable vacuum contact
switches. The battery boxes for the front of the car are 95%
complete. Only 30 batteries are mounted in the front of the car
as compared to the original plan of 37. So perhaps a bit less
range, but on the up side there will be some spare batteries and
perhaps even a swap out of the 12V aux battery from Lead to
LiFePO4. The DC/DC convertor is mounted and wired up. A 250volt
30Amp flange mounted twist lock charge inlet port has been
installed where the liquefied dinosaur farts were previously
added. The instrument gauge has been characterized and can be
driven by the Arduino control module. RPM, fuel, temperature will
read and respond the same as before. The oil pressure gauge will
be changed to display actual battery current instead of it�s
original OEM function. The work and fun continues.

April 29, 2013: The twist lock power inlet is hooked up and giving
the car some life. Plug it in, turn the key to �ON�, then
�START� and everything powers up. The DC/DC convertor tops up
the 12V battery and powers all the accessories. The throttle
linkage is hooked up to the hall effect throttle pot. The pot was
modified to include a blue LED and a 5 volt regulator. The output
of the pot is wired to the Analog 2 input of the Allan Bradly VFD.
The VFD is configured to accept a 0.0 to 4.75 volt input and is
mapped to a 0 to 8500RPM range.

April 2017: There was a sale on aircooled DMOC 645 controller.
At $495 how could I resist? The DMOC would allow the efforts at a
DIY controller using a VFD and a large IGBT module to be scrapped.
Also purchased a GEVCU 6 in order to feed the CANBUS signals to
the DMOC.

May 2017: The DMOC controller is going to be a very tight fit and
requires some rework of the front battery boxes. Some of the
cooling fins on the DMOC will need to be trimmed for the hood to
close. At first there were a lot of CAN bus errors with the new
controlled. The source was tracked down to a difference of ground
potential between the car adnt eh desktop computer that was
plugged into the debug port�. After correctly that problem the
motor ran like a charm.

July 2017: The fabrication of the aluminum transmission plate was
completed using a local CNC shop. The motor and transmission were
removed and the temporary plywood trans plate was replaced with
the shiny new 1� thick 6061-T6 unit. What a thing of beauty.
Installed a new clutch, input bearing, throw-out bearing and
driveshaft seal before the motor/trans unit was reinstalled in the
car. Drained and replaced the trans fluid. Making some progress
seems to be just the boast in motivation that was needed!

code by jerry