|Owner's Other EVs||Giant ATX|
|Location||Purcellville, Virginia US map|
|Vehicle||1991 Toyota MR2 |
I am using this car to drive 60 miles every day. And about 25 - 100miles on the weekends.
|Motor||HPEVS AC-50 3-Phase AC|
The warp 9 armature was destroyed due to high rpm usage. Got a good deal on a hpgc ac50 controller combo. same power much more reliability.
|Drivetrain||Rear Wheel 5 speed transmission|
just recently removed the clutch. Response is better. Shifting is barely a problem. Basically use 2 and 3rd gear to 60mph
550Amp 96v ( max of 126 - will use with 36 cells -115.2v )
|Batteries||36 CALB/Skyenergy 130AH, 115.20 Volt, Lithium Iron Phosphate|
36 CALB 130AH (115V ~15KWH )
|System Voltage||115 Volts|
|Charger||Elcon pfc 2500 (2.5kw) / EMW10000 (10kw - tested suc|
will use EMW 10K - with 70Amp toroids - will provide 12kw quick charge 45min-1:10min full charges. Tested at 50amps.
|DC/DC Converter||Iota 55A|
|Instrumentation||JLD404 Intelligent Amp/hr meter works incredibly well. |
separate volt meter
will not longer use the 5 celllog8s to track each of the batteries, batteries got almost destroyed since the cellogs get their power from the left most 6 batts, leaving the other 2 intact. The result, unbalanced my bottom balance. the voltage went down to 90V
|Top Speed||100 MPH (160 KPH)|
on 5th could do 100+
|Acceleration||hopping for 10-12 sec 0-60|
|Range||50 Miles (80 Kilometers)|
to 80% dod - 40-55 miles
to 100% dod - 50-60 miles
to 80% dod - 30-45miles
to 100% dod - 35-50miles
|Watt Hours/Mile||250 Wh/Mile |
|Seating Capacity||2 adults|
|Curb Weight||2,350 Pounds (1,068 Kilograms)|
the vehicle org weight was 2640.
now in the process of eliminating unnecessary weight. hopping for 1800-2100
converting the car into a roadster with fiberglass body including doors. Custom dashboard and eliminating the trunk to shorten the car.
|Tires||195/50/15 Falken + Motegi DR121|
will later change the rear tires to 205/60/15
|Conversion Time||12 month so far|
|Conversion Cost||motor/controller $2500,cables $250, vacuum pump $388,dc-dc conv $150. $6300 batteries|
backup charger $713, adapter plate $850, new tires and rims $800, new calipers and rotors $270
|Additional Features||future modifications:|
* 36 batteries will be moved to the cabin behind seat and where the gas tank used to be. (ala chevyvolt)
* Paint car
* led light upgrade markers
* flushed headlight 25w led projection ( corvette led HLs)
* advanced instrumentation.
* weight shedding
* aerodynamic fixes
|Bottom balanced batteries within 30mv of each other @ 2.74v first charge rendered about 3.38v/cell with a charging voltage of 3.48v (under charging). Car is legal now. Battery #14 overheats...getting a replacement.|
after a 1000 miles, one trip consumed about 121ah (96%)... all batteries still balanced...at 3.22v (within a few milivots from each other )
one battery went bad terminal overheated and melted. Now I added 2 more battery using pfc2500 set to 35 batteries and 3.5v, with 36 batteries they are undercharged to about 3.4 volts....you don't loose much..but gain on reliability
Other 4 batteries have moderate to severe sag problems. Looking to get them replaced by the manufacturer. They still work some sag to 2.5v and one sags to 1.7v @ 400amp
On Jan 10 DC motor was destroyed due rpm over speed. In view of issues that DC motor presents: carbon build up, brushes,stall problems, etc. and also the evidence of other EV builders and their experience with DC motors, I got to the conclusion that for reliable transportation purposes is better to use AC induction motors due to their reliability and Regen capabilities.
An AC50 setup was bought for a deal $2500 brand new. this included the 1238-7501 controller (550Amps)
An extensive weight loss has been implemented in order to make the most of the AC50.
4 bad batteries replaced by calb.