ICE Breaker - converting a 1967 split to electric drive

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Kevin Sharpe
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Re: ICE Breaker - converting a 1967 split to electric drive

Post by Kevin Sharpe » Tue Jan 16, 2018 3:04 pm

We've been playing with radiator ideas... here's a 380mm x 280mm x 60mm mockup in the 'cooling cabinet' that we're creating on each side of the bus... we'll use these to get the bus moving and then revisit once we know more about airflow and cooling requirements 8)
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Kevin Sharpe
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Re: ICE Breaker - converting a 1967 split to electric drive

Post by Kevin Sharpe » Fri Jan 19, 2018 6:58 pm

The Tesla drive unit mounting system has been extended to include the rear torsion tube :)
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Re: ICE Breaker - converting a 1967 split to electric drive

Post by Kevin Sharpe » Tue Jan 23, 2018 6:49 pm

My open source inverter controller turned up today... not long until we start spinning the wheels 8)
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Re: ICE Breaker - converting a 1967 split to electric drive

Post by Kevin Sharpe » Wed Jan 24, 2018 3:19 pm

I'm using VAG pattern driveshafts in the prototype... my only concern is that the 250HP versions fitted to the Audi TT / Golf R32 may not survive :D
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Re: ICE Breaker - converting a 1967 split to electric drive

Post by Kevin Sharpe » Fri Jan 26, 2018 8:54 pm

While we continue our deliberations on the battery box design, my thoughts have turned to the instrumentation :cool:

I intend to have a tablet mounted on the overhead ventilation duct which will display detailed system data. However, I also want a 'speedometer' that can be used as the only instrument for everyday driving.

Traditionally the split bus has a single 4.5" (115mm) gauge which could potentially be increased to 5.5" (140mm) without any major changes to the metalwork.

I have been unable to find any off the shelf solutions to-date and I'm therefore investigating the possibility of reverse engineering gauges from the New Beetle, VW Mini, Porsche, and others. Obviously these could be engineered to 'look' traditional while providing instrumentation more suitable for use in an electric vehicle.

That said, I'm also fascinated by the opportunities offered by modern OEM displays such as those fitted to the Fiat 500 which includes both a partial and full LCD variant in a 7" display format :eek:
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kilgore
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Re: ICE Breaker - converting a 1967 split to electric drive

Post by kilgore » Sat Jan 27, 2018 11:06 am

Really fascinating read, your skills and knowledge of this stuff is incredible.

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W-W
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Re: ICE Breaker - converting a 1967 split to electric drive

Post by W-W » Wed Jan 31, 2018 1:02 pm

Just a thought to offset the cost of the batteries, as a bus would not be used like a typical car (taken to the station during the day and left there) and when away from the house it would be used as a camper, i.e we wouldn't be at home.
It's a prime example a mobile home battery, generate the home daytime elecy by solar PV and the excess is stored in the Buses batteries, evening demand then comes from the Bus. That means zero Grid Electricity bill, or at the very least Economy10 to top up the battery in the winter months.

Why buy a 8K Powerwall when you can have a Powerbus.

Ok not my idea as the new Nissan Leaf will allow people to do this.

I wonder if you could get away with only paying 5% VAT on the parts if you did the bus conversion at the same time as installing solar PV ;)

Also what size CVs are the TT/R32 as they will be the failure point or rather what size are the Tesla's, but if you are worried about the drive shafts, look up IRS Race Axles as they are designed to flex.

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Re: ICE Breaker - converting a 1967 split to electric drive

Post by Kevin Sharpe » Thu Feb 01, 2018 3:01 pm

kilgore wrote:
Sat Jan 27, 2018 11:06 am
Really fascinating read, your skills and knowledge of this stuff is incredible.
Many thanks... It's a fun project :D

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Re: ICE Breaker - converting a 1967 split to electric drive

Post by Kevin Sharpe » Thu Feb 01, 2018 3:13 pm

W-W wrote:
Wed Jan 31, 2018 1:02 pm
Why buy a 8K Powerwall when you can have a Powerbus.
It's a great way to offset the cost of the batteries and several electricity companies are working on tariffs where they pay you at peak times for the electricity you stored overnight 8)
W-W wrote:
Wed Jan 31, 2018 1:02 pm
I wonder if you could get away with only paying 5% VAT on the parts if you did the bus conversion at the same time as installing solar PV ;)
I'm sure someone will find a way of making that work :D
W-W wrote:
Wed Jan 31, 2018 1:02 pm
Also what size CVs are the TT/R32 as they will be the failure point or rather what size are the Tesla's, but if you are worried about the drive shafts, look up IRS Race Axles as they are designed to flex.
I think we'll upgrade the CV's and hubs because those I obtained from the breaker are tatty. Using 'stock' parts is an experiment and if it fails we'll be looking for some high spec parts next time :lol:

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Re: ICE Breaker - converting a 1967 split to electric drive

Post by Kevin Sharpe » Sat Feb 17, 2018 3:51 pm

Lots fabrication underway on the main battery box (located between the main chassis rails) which I'll share next week :cool:

In the meantime I'm playing with electric parking brakes from the BMW X5/X6 :D
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Re: ICE Breaker - converting a 1967 split to electric drive

Post by Kevin Sharpe » Tue Feb 20, 2018 12:58 pm

We modified the Tesla cups so that we can test the VAG driveshafts with the 'small' drive unit 8)
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Re: ICE Breaker - converting a 1967 split to electric drive

Post by Kevin Sharpe » Tue Feb 20, 2018 9:13 pm

First stage of the main battery box fabrication is nearing completion. This steel structure will be welded into place between the main chassis rails providing additional stiffness to the VW chassis and a sealed enclosure for eight Tesla modules 8)
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Re: ICE Breaker - converting a 1967 split to electric drive

Post by Kevin Sharpe » Sun Mar 04, 2018 2:54 pm

Good progress on the panel that will become the 'floor' of the main battery box. This structure will be inverted and the box section welded to the reinforced main chassis members providing a sealed cavity for eight battery modules. Every bolt has a corresponding nut that is welded to the box section and final airtightness will be provided by sealant similar to that used on the Nissan/Tesla batteries :cool:
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Re: ICE Breaker - converting a 1967 split to electric drive

Post by W-W » Tue Mar 06, 2018 10:50 am

What are you doing about cooling the batteries if they are doing in the sealed box?
Doesn't the tesla have a pumped coolant.

Also I've been looking at Leaf batteries, are they not more manageable, for installation.

Very tidy work,

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Re: ICE Breaker - converting a 1967 split to electric drive

Post by Kevin Sharpe » Tue Mar 06, 2018 12:18 pm

Main battery box lining test fitting :cool:
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