The 240sx was at display at the 12/13/08 Park Vista auto show along with 4 other Electric Vehicles from the Florida EAA. It was a great show.
The controller would not fit in the planned location so displaced one of the front batteries which was relocated to a rack in front of the right wheel. This turned out pretty well since I needed to repair that rust hole anyway.
An emergency disconnect was mounted below the rear front rack. An all-thread rod in the passenger compartment is used to pull it open. This kept with the design goal of having no pack voltage in the passenger compartment.
A voltage prescaler and DC/DC converter needed to be added to the Link 10 E-meter. The maximum input voltage for the link 10 is 50V, so the pack voltage needed to be reduced before entering the meter.
Since I had to relocate the engine compartment fuse box, I also took the liberty to remove some unused wires. This include removing the ECM and harness as well as many other unused circuits.
The battery charger was trial fitted to a plywood sheet in the hatch. This is not the final location of the charger since it’s too close to the batteries and their venting gasses.
The electric motor was mounted to the original ICE motor mounts. A clam-shell clamp was fabricated to clamp the motor. 1/4″ bar stock was used to mount the clamp to the mounts. A trial fit in the car showed too much sag on the mounts so an additional under-support was fabricated and welded in place.
The 18 batteries were arranged over 4 battery racks, 1 in the back and 3 in front. 9 batteries were placed in the back rack and 9 in the front. Placing 9 batteries in the front kept the front at roughly original weight. The rear will be a few hundred pounds heavier.
I had to move one battery into the hole in front of the front wheel to make room for the controller.
So I have my Warp 9 mated to my tranny, a T-REX 1000 A controller, plenty of 2/0 cable, and a clean car ready to be converted. The next step is to pick and order the batteries. The goal is to go 30 miles at highway speeds (60 mph). Since I can’t afford Lithium’s, it looks like I need to use floddies. I would like to keep the battery weight down to around 1100 lbs to limit the need for suspension upgrades.
With this in mind, I tried 144V of US Battery 8VGCHC XC the EV calculator shows my conversion would get about 18 miles. I used an RX7 which has very similar characteristics. This assumes low rolling resistance tires, 144V of T-875’s to 80% DOD. If I used US 8VGCHC XC, they have 10% more capacity over the T-875’s, getting me to 24 miles. Quite a bit shy of the 30 mile goal and I would not be able to use Air Conditioning. According to the calculator, I’d need 1465 lbs of 6V T-105’s for 35 mile range. That’s 24 rather large batteries. There goes the back seat!
As a real-life compariason, I found a Fiero which uses low resistance tires and 120V of T-125’s and claims a 65 mile range at 60 mph. Plugging these into EV calculator shows a 37 mile range. I used a Ford Escort which is very close to the Fiero in weight and drag. Not sure I can believe the calculator.
Note the weight of a Fiero is the same as a 240sx but it’s drag coefficient is 0.35 compared to 0.31 for the 240sx.
Decided to go clutch-less so will build an adapter using a keyed shaft coupler and the splined hub from the old clutch plate. Steve welds and machines the coupler.
The finished coupler used 1/4″ plate with spacers.
The Warp 9 arrives at Steve’s place,. We begin building the coupler. Decided to go clutch-less so will build an adapter using a keyed shaft coupler and the splined hub from the old clutch plate.
The ICE came out easy without the tranny attached.
Busy day today. Removed entire exhaust system, dropped tranny and removed flywheel. Found that the Warp 9 motor I have on order may not fit in the car. Measurments show the steering rack is about 4″ away from the center-line of the crank. Sure it’s only 1/2″ off, but that mean the tranny would be riding that much higher then original. Issue? I think so.
The controller will be a DC Power Systems water cooled T-Rex 1000. It’s a bit overkill for the car but gives the greatest flexibility for selecting battery configurations.
It features: