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joshgoreworks

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  1. joshgoreworks
    As spring gave way to summer, I started to prioritize getting this Electr02 rolling.  My first trips on the car involved using the existing battery and equipment as it was purchased.  Although I did have some very successful cruises around town, it was clear that the batteries were past their prime and needed to be replaced.  For most of the Electr02's life, it was driven without a BMS, so cell voltages varied enough during use and charging to be suboptimal, maybe long enough to stress some of the batteries in the pack, especially those which were at the ends of packs which were connected via long cables where voltage sag was the worst.  This is not a criticism of the build as it was bought, these are glorified forklift batteries and at the time they were installed many forklifts ran these very unregulated and although often safe and reliable, they can live a much shorter lifespan.  
     

     
     
     
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    Regarding the drivetrain, currently and moving forward.  Sitting it has a Netgain Warp7 attached to the factory manual 4 speed via the factory clutch.  Powering the motor is a 100amp 300+v Soliton 1(der Senior) by Evnetics.  The Warp motors are great, this one is well cared for, but they are not 'modern' they are a well timed forklift motor with ultra high quality windings with very high temperature epoxy coatings.  They are the best of brushed, but I have never owned a brushed EV, and my limited drives with an aging battery didn't sell me, I needed more voltage to know how having shifting would benefit the cars driving experience. 


    Before going into the motor/choices it makes sense to go over my philosophy on this build.  I want to keep steering geometry front/rear near standard outside of mild factory performance fitments, no flares, no stance, max mph need not even near 3 digits.  185 tires might be on for an Autocross, but 165's on steelies on cn36 is preferable.  I think a car has to work from the tire and car mass backwards to drivetrain/power needs.  With that in mind, there are a few options:
     Transmission with Diff - Update to modern brushless and keep a transmission or shifting capability but keep the diff/ring/pinion arrangement.  This could be keeping stock transmission, or switching to a 2 speed with reverse planetary gearbox with synchro's and internal clutch for a switch between a high torque max speed of 45mph and low torque max speed of XXmph.    Transaxle replacing Diff - Update to modern brushless and use an existing transaxle mounted to the stock subframe with custom axles and subframe modifications including chassis modifications to the trunk floor between final bulkhead.   This would be a tesla small drive unit, or Leaf motor, or i3 motor if the controller is figured out.   Engine/Kers - Bring an engine back into the mix and relegate the electric motor to be KERS so leaving the neighborhood is silent, but the remaining time is 8,500 magnesium blocked bmw k motorcycle powered fun with 50hp of torque fill and a Sequential gearbox.  
    Before I take any steps, I want to test how this drivetrain feels with the max v and amps it is supposed to be able to accept.  Even if for low range.  To do that I found the quickest cheapest method of doing so while investing in components that I know could be usable in any of the above future builds.  I chose a123 Cells in 26s3p 72v Configuration with about 5kw each to be run 3 in series for 15kw.  These cells communicate via can bus to the Thunderstruck MCU which acts to enable and manage the onboard BMS the cells come with. They weight 300lbs and should have enough peak discharge and voltage to max my setup and then use the knowledge and experience to plan further. 


    I don't expect to move fast on any given path, I prefer to keep the car operational and make choices after technology continues to mature.  I do not want to be forced to carry more motor/transaxle or motor/transmission than is required and I prefer the higher density battery tech come down a bit in price.  The current motor may stay in its current location many years of fun depending on the cost and packaging of more modern technologies.  I have started 3d scanning the trunk and doing some light layout work to see how existing motor and battery systems may be packaged, images of those concepts are shown below. 

     

     











     
  2. joshgoreworks

    Towing it home...

    By joshgoreworks,


    Electr02
    I recently acquired a 69 2002 with an unusual history.  This car was converted to electric in the 90s and slowly updated through the 2000's and 2010's until I bought it with a DC Brushed motor, Lithium Phosphate battery and controller capable of 100+kw.   
     

     
    The acquisition of the car was a bit of a project, and I made it more of one by getting married in Vegas on the trip from Illinois to LA.  The trip also gave me an opportunity to meet the builder of the car and understand what I was getting myself into.  So the fiancé and I headed off with a tow vehicle and good intentions and high spirits.  


    Somewhere in Colorado we met a couple who had recently purchased a Studebaker Starlight and were 4000 miles into a road trip and on their way home.  They had a couple dogs in tow and looked to be enjoying taking their classic across the country.  


    The trip west went smoothly and before we knew it we were having dinner with the wonderful couple who had been caretakers of the 2002, and prior owners of several uniquely built vehicles.  The vehicle was as described and the documentation impeccable, detailing early versions of the car with lead acid, and rudimentary controller, and later upgrades including a 1000amp 300v controller capable of roasting the glorified forklift motor attached to the stock gearbox.  It got too late to head out after dinner, so we got a hotel and sorted out the process of loading up the spares and working over the lighting and tow details.  The builder made provisions to tow this vehicle via flat dolly and included with the purchase was the quick disconnect hitch.  



    Before towing the car on the almost 2000 mile journey home we noticed the front right brake was seized but not before it got a bit too hot.  I quickly found a place to park on the freeway, and yanked the front right caliper and was back on the road, the damage to the wheel bearing, caliper and rotor turned out fatal.  In hindsight I should have repacked the bearing on the corner that got scorched before heading home, but we had to get back to Vegas to get married first.
     

    I had a home base in Vegas at a longtime friends house where we were able to inspect the car and go over things before the tow.  The builder had provisions to directly power the vehicles lighting system via the onboard battery and dc to dc charger but the battery was not currently in service so some temporary lighting was provided by Hazard Fraught and reinforced with some tape.  The trip was mostly smooth sailing, but there were some quirks with flat towing; they don't love zig zag movements, the steering can freewheel and bang the lock if your movements are not careful.  At low speed its best to give the wheel a slow and intentional moment to come to center and not overshoot before making the next movement, or accelerating.  

     
    A week later we were home, it was a great cross country trip, the lady and I got married along the way, and the car got home safe.  The car would be parked as winter would follow us home and so would salty roads, but the planning started immediately.  


     
     
     
     
     
     
     
     
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