Also: I might add as the CTO of a professional conversion company; we have probably done more EV conversions of one model than anyone else in history, proper integration is non-trivial! (https://maxwellvehicles.com)
Even with the sales of large vans from all the major OEMs, fleet customers still prefer to buy from us. It's because we have the the reliability the even large OEMs such as Ford and Mercedes don't, as well as low total cost of operation. We spent 2 years engineering a properly integrated conversion, and I can tell you it's not as easy as just "droppin' a motor in". You have to ensure all the extra ancillary systems (HVAC, instrument cluster, etc) work as expected, and all driver controls are what a normal driver expects. Since we also primarily sell to fleet customers, they also demand a full-featured telematics system. We use the Tesla Model 3/Y battery and powertrain, simply because it's one of the best engineered and most reliable EV powertrains ever made at any cost! We wanted a big physical shifter you can intuitively feel, not a little lever or pushbuttons. If you are a delivery driver, this requirement becomes very apparent! The heat, defrost and A/C has to work very well and be powerful to handle many door openings, and not consume too much range. The instrument cluster has to provide a clear and accurate mileage remaining display so drivers don't end up stranded, as for many, this is the first EV experience. Needless to say we also have the quickest large van as well (Though fleet managers can opt for performance/speed caps at their discretion). It's just not feasible to make a "kit" that covers any vehicle and integrates properly, There's no way to engineer it to be affordable. On Sun, Jan 11, 2026 at 7:52 AM (-Phil-) <[email protected]> wrote: > The problem with this, that many don't consider, is the hypoid > differential. If you pull a big pickup off the highway and touch the > differential housing you'll quickly realize the issue! There's a big > efficiency hit to this assembly caused by the low noise right-angle hypoid > drive pinion, there's a lot of shear friction forces in this by it's > nature. This is why you never see them in factory mass-market EVs. The > range will be poor! > > > > On Sun, Jan 11, 2026 at 6:59 AM t ray via EV <[email protected]> wrote: > >> While I applaud these efforts to create a repairable EV, I believe there >> is >> a better way. >> I would like to see an electric motor assembly that is somewhat tubular, >> small enough to occupy the driveshaft hump of any rear wheel/differential >> driven car. The motor body can be long enough to contain as many electric >> motors in a line as needed for good to excellent performance, all turning >> the same shaft. If these motors are all turning a splined shaft, any >> single motor could be replaced easily (cheaply) if it ever fails. The rear >> of the motor would mate directly to the differential, using adapter plates >> specific to that car. The motor shaft connects to the differential pinion >> gear with a conventional U-joint.The front end of this tubular motor >> assembly would be attached to the car frame in a conventional supporting >> assembly, designed to carry the motor torque and mass. >> Front wheel drive cars could also be converted, although the drive axles >> would simply mate into a motor assembly that replaces the current >> engine/transmission. In many cases, the existing transmission case shell >> might be reworked (by CAD/CAM processes) to accept electric motors, as >> many >> as needed for acceptable performance. One Lynch pancake motor for each >> front wheel might do the job, but better motors may be available by now. >> Discard the ICE, transmission, clutch, and driveshaft. Retain the >> radiator, >> only if the new motor assembly needs liquid coolant. A coolant pump would >> be added, then. Add battery banks and their attendant electrical >> controls. >> The bottom line here is a "universal" electric power system to fit almost >> any compact car, using a minimum of added hardware. I can imagine >> commercial chains of "conversion shops" doing this work for any customer >> who comes in with a suitable rolling chassis. The economies of scale would >> keep the conversion costs low. >> Any rolling chassis could then become an EV, with no extra bodywork or >> crash testing needed. Most commuter cars with a blown ICE or wrecked >> transmission are essentially worthless to the owner now. >> Just a thought . . . 😎 >> >> On Sat, Jan 10, 2026 at 3:36 AM Cor van de Water via EV < >> [email protected]> >> wrote: >> >> > Interesting prototype >> > >> > >> https://www.dezeen.com/2026/01/02/aria-repairabe-electric-car-tu-ecomotive-group/ >> > Cor. >> > _______________________________________________ >> > Address messages to [email protected] >> > No other addresses in TO and CC fields >> > HELP: http://www.evdl.org/help/ >> > >> > >> -------------- next part -------------- >> An HTML attachment was scrubbed... >> URL: < >> http://lists.evdl.org/private.cgi/ev-evdl.org/attachments/20260111/7fef19d7/attachment.htm >> > >> _______________________________________________ >> Address messages to [email protected] >> No other addresses in TO and CC fields >> HELP: http://www.evdl.org/help/ >> >> -------------- next part -------------- An HTML attachment was scrubbed... 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