Re: [EVDL] Driving on Leaf modules! (S-10 EV Conversion)

[nicklogan via EV]

Jay,
   Great work and having it well documented is very valuable. I am at
the end of life for my truck's 144V pack of 12V cart batteries and was not
planning on doing lead again. Using new CALB cells is more money than I want
to put into a conversion considering the options for used factory ev's. My
battery boxes are laid out similar to yours but I'm hoping to stay with a
144v pack so I'll have to check your CAD battery drawing to see if I can
squeeze in more. Would you consider the current end plate size to be the
minimum length and width? Congratulations on the first drive!

Regards,
John Nicholson
http://www.evalbum.com/2672


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Re: [EVDL] Driving on Leaf modules! (S-10 EV Conversion)

[Jay Summet via EV]

If your battery boxes are a bit deeper than mine, and you can put the 
leaf modules in vertically you should be able to fit them.  However, if 
they are sized for 12 lead acid batteries, you may have difficulty 
getting all 48 leaf modules in.


I put all 48 leaf modules in the space that was formerly occupied by 16 
golf cart batteries, with a (little!) space left over.


I'll be posting my installation video in a few days, you'll probably 
want to watch it ;>


I had to cut the bottom ends of my "wood plates" down to 1/2" long 
(minimal air flow distance) to get them to fit, as well as cut off all 
the excess threaded rod, and there isn't much room on the "top" side 
with all the connections, so it's basically about minimal. You could get 
some more room by using thin steel instead of wood, but then would have 
to worry about conductivity ;>


If you built your own battery boxes and don't mind re-welding them, you 
should be able to easily get more modules in them if you make them fit 
the vertically size of the leaf modules (this also allows all 
connections to be on the top, which would have been much nicer!


Jay



On 12/29/2015 01:07 PM, nicklogan via EV wrote:

Jay,
Great work and having it well documented is very valuable. I am at
the end of life for my truck's 144V pack of 12V cart batteries and was not
planning on doing lead again. Using new CALB cells is more money than I want
to put into a conversion considering the options for used factory ev's. My
battery boxes are laid out similar to yours but I'm hoping to stay with a
144v pack so I'll have to check your CAD battery drawing to see if I can
squeeze in more. Would you consider the current end plate size to be the
minimum length and width? Congratulations on the first drive!

Regards,
John Nicholson
http://www.evalbum.com/2672


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[EVDL] scooter 72 volt battery packs

[ken via EV]

some ev scooter manufactores are selling  72V33AH  SAMSUNG 22P SDI lithium
battery.
http://www.samsungsdi.com/lithium-ion-battery/e-scooter

The capacity of lead-acid batteries is about 50% of the initial capacity
after 1.5 years of use (about 400 cycles), but that of Li-ion batteries is
about 75% of the initial capacity after 3 years of use (about 800 cycles).
As the minimum required life for an E-scooter is three years,..


Whats so important about this??.. when LFP gos for  2000 cycles aat 80%.

is it cost? 800 cycles would be about 2-3 years driving and LFP much more...

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Re: [EVDL] scooter 72 volt battery packs

[Michael Ross via EV]

I doubt you can make a valid comparison.  All LFP are not created equal,
all life tests are not created equal, all management systems are not
equal.  You probably can't get good answers about the test conditions no
matter how hard you try.  It is true that you can draw more capacity from a
Li ion pack.  The Samsung cells are not LFP.  They charge to a higher
voltage.   LFP deteriorates at lower temps when fully charged.  Lead acid
are forgiving of overcharging events. Li ion are not.

My guess is the Samsung cells could equal the cycle life of LFP cells if
managed well.  If Li ion cells fail early they cost a lot more compared to
lead acid, so you better get the management right.
On Dec 30, 2015 2:09 AM, "ken via EV"  wrote:

> some ev scooter manufactores are selling  72V33AH  SAMSUNG 22P SDI lithium
> battery.
> http://www.samsungsdi.com/lithium-ion-battery/e-scooter
>
> The capacity of lead-acid batteries is about 50% of the initial capacity
> after 1.5 years of use (about 400 cycles), but that of Li-ion batteries is
> about 75% of the initial capacity after 3 years of use (about 800 cycles).
> As the minimum required life for an E-scooter is three years,..
>
>
> Whats so important about this??.. when LFP gos for  2000 cycles aat 80%.
>
> is it cost? 800 cycles would be about 2-3 years driving and LFP much
> more...
>
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>
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[EVDL] EVLN: i3 vs Tesla-S> Which Is The Top Electric Car?

[brucedp5 via EV]

http://www.valuewalk.com/2015/12/bmw-i3-vs-tesla-model-s/
BMW i3 vs. Tesla Model S: Which Is The Top Electric Car?
December 25, 2015  Christopher Morris

[image  
http://www.valuewalk.com/wp-content/uploads/2015/12/Tesla-Model-S-vs-BMW-i3.png
Tesla Model S vs BMW i3
]

With traditional automakers increasingly indicating their intention to move
into the electric car niche, it is interesting to compare the BMW i3 vehicle
to the market-leading Tesla Model S. Tesla certainly has a major advantage
as the corporation has already established itself as the major player in the
electric vehicle marketplace. But BMW has a huge amount of experience and
prestige, and this could certainly assist the company in penetrating the
electric car niche.

Performance

Although the acceleration capabilities of the BMW i3 have been praised, it
still comes second best to the Model S in this department. Despite the
undoubtedly sporty feel of the BMW i3, the Model S is simply an outstanding
vehicle in performance and power terms, with the notorious CEO and founder
of the company, Elon Musk, having boasting about its capabilities before its
release. Nonetheless, it is not uncommon for drivers to favor the BMW i3
owing to its sporty driving style, with the Model S particularly well suited
to longer road trips.

Model 3 plus points

The Tesla Model S is reckoned to be the definitive electric car by many, and
has several advantages over the BMW i3. The first of these is that the
vehicle is considerably more spacious for those people wanting to ferry
around passengers and cargo. This possibly makes the Model S the more
practical of the two vehicles.

The Model S should also be commended for its charging capabilities. Firstly,
the vehicle has a significantly longer range than the i3, which obviously
makes it efficient in comparison to the BMW vehicle. The Model S also
benefits from supercharger access, meaning that charging the vehicle is made
even more convenient.

One of the most lauded Aspects of the Model S is the extremely sophisticated
and useful autopilot feature. This has received a strong critical reception,
and has also attracted praise from consumers, with the function making the
Model S an easier vehicle to drive than many of its competitors.

This feeling of ease of use is also enhanced by the outstanding infotainment
and navigation systems included in the vehicle. The days where it was simply
good enough to deliver a road car that gets people from A to B are long
gone, and entertainment features and technological innovations are now a
central part of every major vehicle. Tesla has set the bar very high in this
department, yet the corporation has also been in talks with Apple, seemingly
with the intention of improving its in-car technology even further.

BMW i3 advantages

But despite the fact that the Tesla Model S is one of the finest vehicles on
the market, not merely an outstanding electric car, there are also
advantages to the BMW i3 model. Although the Tesla Model S is generally
reckoned to outperform the BMW i3, the latter of the two vehicles does excel
in some departments. It is tough to take on such an outstanding vehicle as
the Model S, but BMW is an extremely experienced automaker, and has
delivered a vehicle with many superb features.

Firstly, and somewhat ironically, it is generally regarded that the BMW i3
is the greenest car available on the market. This is surprising considering
the green credentials of Tesla, but the lack of emissions produced by the
BMW i3 ensures that this is the ideal product for anyone wishing to be kind
to the earth. This environmentally friendly quality of the vehicle is
enhanced by the fact that it is also the most efficient car on the market.

The fact that the BMW i3 is also a subcompact car appeals to many motorists,
and the regenerative braking system included in the vehicle has also been
praised by many drivers and car critics alike.

Finally, one of the most obvious advantages of the BMW i3 is that it is the
more economical of the two vehicles, often by some distance. Whether one is
willing to pay the extra money for a Model 3 vehicle that certainly seems to
deliver additional quality is dependent on the individual, but thrifty
motorists will certainly relish the BMW i3.

Safety advantage

Nonetheless, although there are disadvantages to the Model S, perhaps the
decisive factor in its favor is that it is such a safe vehicle. While all
motorists wish to avoid accidents, it is well established that the Model S
is one of the very safest vehicles on the road. Coupled with its phenomenal
performance parameters, this does seem to give the vehicle the edge over the
BMW i3 at this point in time.

It is clear that the electric car marketplace is about to get a massive
boost, with BMW having announced the i6 for later this decade. Well, when
one says it later this decade, it should perhaps be more accurately
described as early next decade. Although the BMW i6 is expected to be
unveiled 

[EVDL] EVLN: OPEC Is Wrong — EVs Are a Game Changer

[brucedp5 via EV]

'The sheiks have made a sucker’s bet'
'World’s most polluted cities'

http://investorplace.com/2015/12/opec-electric-vehicles-tsla-stock-f/
OPEC Is Wrong — Electric Vehicles Are a Game Changer
Dec 24, 2015  James Brumley

The consortium painted a grim picture for the EV market, but overlooks some
key realities

On Wednesday, OPEC rattled the electric vehicle world by predicting a stark
lack of penetration into a market currently dominated by combustion-driven
vehicles.


Specifically, the oil-exporting coalition believes that in 2040, 94% of the
world’s automobiles will still be burning fossil fuels to push them around.

Still, it all begs the question: Is there any chance OPEC is right? Could
the biggest technological leap of the decade stall before it ever gets going
in earnest? The answer to the question starts by considering the source of
the outlook.

King Gasoline?


The 407 page report was unveiled earlier this week, detailing OPEC’s
oil-consumption outlook for the next several years. The specifics were
ancillary, all ultimately aimed to support the premise, “Without a
technology breakthrough, battery electric vehicles are not expected to gain
significant market share in the foreseeable future.”

One of those details: EVs will make up just 1% of the world’s total
automobile market in 2040. Another stark prognostication: In 2040,
automobiles as a whole will consume 17% more oil than they do right now,
implying the vast majority of new vehicles introduced between now and them
will be gasoline or diesel driven.

The basis for the thinking isn’t too tough to understand. Based on what can
be superficially seen on the market right here, right now, electric vehicles
simply don’t seem practical. On average, electric vehicles get about 200
miles worth of travel on a charge, after which a multi-hour recharge is
required. A gas tank, conversely, can be filled up in just a couple of
minutes.

And then there’s the small matter of a lack of charging stations. There are
less than 12,000 of them in the United States right now. For perspective,
there are 168,000 gas stations in the U.S. Never even mind the fact that the
only electric vehicle one could say is meaningfully mass produced — Teslas —
typically sell around an unaffordable-for-most $100,000.


And yet, OPEC is short-sighted in its assumption that the way things are now
is the way they’ll be in 25 years. Indeed, the way things are now aren’t
even the way they’ll be in 25 months.

OPEC Just Doesn’t Get It


Not everyone agrees with OPEC’s dire assessment of the future of electric
vehicles. Or, more specifically, many qualified observers disagree with the
outlook.

Goldman Sachs is one of those dissenters. The investment bank thinks EV
battery prices will fall 60% within five years, yet the distances they can
propel automobiles will improve by 70%. Some researchers at Cambridge
believe those technological and cost leaps are still too conservative.


Historically speaking, it’s been better to side with the progressive
optimists than the doubters. At one point in time, DVDs, broadband Internet
and mobile phones were all considered too expensive and too limited in scope
to become mainstream … right up until the point they were no longer
prohibitively expensive suddenly very functional.

The forward progress of mobile phones, DVDs, broadband and pretty much any
other commercialized technological leap were all driven by the same prod — a
collective decision by consumers as well as companies to push it forward.
That’s why OPEC may want to rethink its outlook. Just this year, the world
quietly hit the gas (no pun intended) on electric vehicles.

As an example, Ford Motors (F) recently announced it would be spending $4.5
billion to bring 13 new electric or hybrid vehicles to the market by 2020.

In some ways it’s an exciting prospect for owners of F stock, and in some
ways it’s terrifying. Aside from a big chunk of money [which could get
bigger once the company gets into it], a huge piece of Ford’s focus is now
being directed toward something unknown, and technically, unproven. In some
regards the company is proverbially burning the boats.


And it’s not just Ford putting its money where its EV mouth is, and it’s not
just happening in the U.S: Chinese automaker Geely Automobiles plans to
drive 90% of its revenue from electric and hybrid vehicles by 2020.

Other automakers are stepping up their efforts to make electric vehicles
too.

And it’s not just manufacturers. Governments are finally creating a real
incentive to rely less on oil-burning vehicles and more on electric cars.
China, the United States and most of Europe offer some sort of financial
support to grow the EV industry.

While the lip service — not to mention government support as well as
commercial interest — has been around for years, it’s only been this year
one could realistically say it’s all started to get real traction and work
in concert.

This new paradigm coupled with the inevitable 

[EVDL] EVLN: Panasonic to build Electric Vehicle battery plant in China

[brucedp5 via EV]

http://asia.nikkei.com/Business/Companies/Panasonic-to-build-EV-battery-plant-in-China
Panasonic to build EV battery plant in China
December 26, 2015  Nikkei

[image  
http://asia.nikkei.com/var/site_cache/storage/images/node_43/node_51/2015/201512/1225n/1225n-panasonic-lithium-ion/3827420-1-eng-GB/1225N-Panasonic-lithium-ion_article_main_image.jpg
Panasonic makes lithium-ion batteries for electric vehicles at its Kasai
plant in Hyogo Prefecture.
]

OSAKA -- Panasonic will construct a 50 billion yen ($412 million) Chinese
factory for automotive lithium-ion batteries.

 The plant in the northeastern city of Dalian, Liaoning Province, will
churn out rectangular-shaped batteries for electric vehicles and plug-in
hybrids. It is expected to go online in 2017 via a joint venture with a
Chinese partner.

 Panasonic already manufactures personal computer batteries in China,
but this will mark its first dedicated plant for electric-vehicle batteries.
Annual capacity is projected at the equivalent of around 200,000 electric
vehicles.

 The Chinese government is promoting environmentally friendly vehicles,
including electric cars, as the country struggles with severe air pollution.
Panasonic is the world's biggest producer of automotive lithium-ion
batteries with a global market share of 45.7% and is also building a U.S.
facility with Tesla Motors. With the planned move in China, the Osaka-based
company aims to solidify its footing in these two key markets.

Green cars in demand

Demand for electric vehicles and plug-in hybrids is strong in China, helped
by green-auto subsidies of up to 55,000 yuan ($8,505) per vehicle.

 Such domestic manufacturers as BYD and state-owned Beijing Automotive
Group have been actively rolling out such autos. Foreign carmakers including
Nissan Motor and Volkswagen are also stepping up Chinese production of them.

 Market research company Fuji Keizai forecast in the summer that China's
market for electric vehicles and plug-in hybrids would expand 650% from 2015
to 2025, reaching 650,000 units. Actual growth so far has outpaced such
projections.

 Chinese production of electric vehicles and plug-in hybrids more than
quadrupled on the year to 290,000 units for the January-November period,
according to the China Association of Automobile Manufacturers. The
full-year volume may top 350,000, the trade group says.

South Korea's LG Chem, the third-largest supplier of automotive lithium-ion
batteries, opened a plant in the Jiangsu Province city of Nanjing this
October. Panasonic wants to establish its own production base in China to
increase supply to automakers. The aim is to generate annual sales of 100
billion yen from the business there.

 Chinese investment by Japanese companies has been declining since 2013,
partly on a territorial spat fueled by Japan's 2012 nationalization of
disputed islands in the South China Sea.

 Trading house Itochu decided this year to pour 600 billion yen into a
unit of state-owned conglomerate Citic, and automakers spend 50 billion yen
to 60 billion yen on expanding production facilities. But Panasonic's latest
investment is notably large for a manufacturer that does not build cars.

 In the U.S., a portion of the $5 billion lithium-ion-battery plant
Panasonic is building with Tesla will go online next year. The facility is
expected to be churning out enough batteries for half a million electric
vehicles in 2020.

 Panasonic seeks to increase earnings by focusing on its strength.

 China is eagerly welcoming foreign investment to shore up its sluggish
economy and absorb advanced technologies from overseas companies. Foreign
manufacturers may have to take steps against unintended technology outflows.
[© 2015 Nikkei]
...
http://autonews.gasgoo.com/china-news/panasonic-to-invest-412-million-dollars-to-build-a-151229.shtml
Panasonic to Invest 412 Million Dollars to Build a Battery Plant in DaLian,
China
December 29, 2015 ... plant is expected to enter production in 2017 and will
churn out rectangular-shaped batteries for EVs and plug-in hybrid EVs ...
annual capacity is projected at ... 200,000 ...




For EVLN EV-newswire posts use: 
http://evdl.org/evln/


{brucedp.150m.com}

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[EVDL] EVLN: Scoot Quad nEV> Nissan New Mobility Concept> aka Renault Twizy EV

[brucedp5 via EV]

% A detuned ts:50mph Twizzy down-to a ts:25mph Nissan Scoot nEV (to meet
U.S. regulations) %

http://www.autoblog.com/2015/12/24/scoot-quad-nissan-renault-feature/
The Scoot Quad is Nissan's small step toward EV car sharing
Dec 24th 2015  Jeff Jablansky

[images  / Jeff Jablansky
http://o.aolcdn.com/dims-global/dims3/GLOB/legacy_thumbnail/750x422/quality/95/http://www.blogcdn.com/slideshows/images/slides/374/769/8/S3747698/slug/l/001-scoot-quad-1.jpg
Scoot Quad

http://o.aolcdn.com/dims-global/dims3/GLOB/legacy_thumbnail/750x422/quality/95/http://www.blogcdn.com/slideshows/images/slides/374/769/9/S3747699/slug/l/002-scoot-quad-1.jpg

http://o.aolcdn.com/dims-global/dims3/GLOB/legacy_thumbnail/750x422/quality/95/http://www.blogcdn.com/slideshows/images/slides/374/770/9/S3747709/slug/l/012-scoot-quad-1.jpg

http://o.aolcdn.com/dims-global/dims3/GLOB/legacy_thumbnail/750x422/quality/95/http://www.blogcdn.com/slideshows/images/slides/374/771/0/S3747710/slug/l/013-scoot-quad-1.jpg

http://o.aolcdn.com/dims-global/dims3/GLOB/legacy_thumbnail/750x422/quality/95/http://www.blogcdn.com/slideshows/images/slides/374/771/1/S3747711/slug/l/014-scoot-quad-1.jpg

http://www.autoblog.com/photos/scoot-quad-0/
Featured Gallery  Scoot Quad
]

We Whir Around San Francisco In Renault-Nissan's Tiny EV Wonder
  Engine13-kW electric motor
  Power17 HP / 42 LB-FT
  TransmissionSingle-speed automatic
  Top Speed25 MPH (limited)
  DrivetrainRear-Wheel Drive
  Engine PlacementFront
  Curb Weight1,045 LBS
  Seating2
  MPG40-mile range
  View All Specs [
http://www.autoblog.com/2015/12/24/scoot-quad-nissan-renault-feature/specs/
]

Halfway up Laguna Street [in San_Francisco-CA], the panic set in. I might
not make it up this hill. With my foot depressed all the way to the floor, I
sucked in my stomach and started to pray. Yet again, I found myself in an
unconventional way to get around on four wheels – but this time, I was on my
own, and behind the wheel.

Meet the Scoot Quad, aka Nissan New Mobility Concept, aka Renault Twizy. The
many aliases reflect the path of descent from its development as a quirky
French electric vehicle to its proliferation as a model for car sharing. The
Quad resides in San Francisco as part of the Scoot fleet of shared electric
vehicles and it's most certainly not for sale. As the line blurs between
those who share cars for personal reasons and those who use them for
business purposes, Scoot and Nissan came to an agreement in which a small
number of New Mobility Concepts would join the Scoot fleet – which currently
includes over 300 motorbikes. The added value of Scoot is the capacity for
one-way rentals around the city, as well as a dedicated network of charging
stations.

"We think it's just the best way to get around the city for everyone," said
Scoot fleet vice president Mike Waltman, explaining how 10 New Mobility
Concepts made their way to San Francisco.

Charging time is about four hours on a Level Two charger, made possible
through Scoot's network of stations around the city.

The one-plus-one Twizy has been in production since 2012 and on sale in
certain overseas markets, but it's entirely new for the United States, and
it wears the Nissan badge here – kind of. No major changes were made to the
Twizy when it became the New Mobility Concept, and similarly none were made
in its "transformation" to the Quad. It sports the same insectile shape and
the rear profile of a top hat, as well as an identical powertrain: a
13-kilowatt motor that produces 17 horsepower, routed to the rear wheels
through a single-speed automatic transmission. Charging time is about four
hours on a Level Two charger, made possible through Scoot's network of
stations around the city. Its top speed is 50 miles per hour, but Nissan
installed a governor at 25 mph to conform to US low-speed vehicle
requirements.

New Scoot members are required to successfully pass an exam before beginning
to use the service, so that was my first order of business. After spending
about 35 minutes going through a series of informational videos on the Scoot
app, as any new member would do, I was ready to ride Scoot motorcycles.
Another 20 minutes or so of easier-to-understand videos prepared me to be a
Scoot Quad driver. Think of it as a refresher to driver's ed with far less
severe consequences.

The Quad does without power steering but is remarkably agile, and it has
an impressive turning circle.

I walked outside to the red and black Quad that I had been eyeing since
arriving at Scoot's headquarters in the bustling neighborhood south of
Market Street. Perhaps in a nod to a Silicon Valley meme, Waltman
demonstrated the motion of the Quad's scissor-style doors before I began to
wedge myself in. This is no Smart Fortwo, which boasts a teeny-tiny
footprint with the space of a compact car inside. What you see in a Quad is
what you get. The instruments and driving position 

[EVDL] GM's EV1 & female design team were far ahead of the curve

[brucedp5 via EV]

http://jalopnik.com/ten-cars-that-were-painfully-far-ahead-of-the-curve-1749545085
Ten Cars That Were Painfully Far Ahead Of The Curve
[20151224]  Aaron Brown

[images  
http://i.kinja-img.com/gawker-media/image/upload/ctbzbjz83ldm0ce0nnvx.png
GM EV1

http://i.kinja-img.com/gawker-media/image/upload/vf9dwwk1pc8ptgym5l3f.jpg
GM female design team
] ...

3.) GM EV1

As one of the few electric cars of its time, the GM EV1 was considerably
well-received amongst consumers and very well-liked with those who were
lucky enough to be able to drive one. When GM ended the EV1 program and
forced all of the cars off the road, they claimed that the EV1 was not
profitable to enough to be kept alive. California’s 15 year service and
parts requirement was also a factor in the cancellation of the EV1. Now in
2015, many automakers, including GM, go through serious efforts to get their
electric cars on the road.

The GM EV1 was a great, and its death came far too soon.

Suggested By: Danimalk, Photo Credit: GM ...

8.) The Damsels Of Design

The Damsels of Design team, made up of nine different female designers, was
created in the mid-1950s by GM’s then head of design Harley Earl. The team
was gathered in an effort to create cars that would appeal to the growing
number of female drivers buying cars at the time.

One of the most notable and seriously before its time designs thought up by
the team of women was an Oldsmobile Fiesta Carousel station wagon with an
interior designed specifically to appeal to children. Inside the station
wagon was a magnetic game board that was affixed to the rear of the front
bench seat, as well as dashboard-mounted controls that would allow parents
to lock and unlock the rear doors and controls for the rear windows. These
are features that would only otherwise be seen in child-friendly cars like
minivans and such decades down the line.

They were also pioneers for women in car design, and for that we salute
them.

Suggested By: The Crazie Kanuck, Photo Credit: GM
[© jalopnik.com]




For EVLN EV-newswire posts use: 
http://evdl.org/evln/


{brucedp.150m.com}

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Re: [EVDL] Driving on Leaf modules! (S-10 EV Conversion)

[Jay Summet via EV]

On 12/29/2015 02:40 AM, Ing. Marco Gaxiola via EV wrote:

>Wow, only 10volts sag on a +41kw (+350amps times 118volts) of power, 
that is pretty amazing!!


Well, the pack is nominally 128 volts, but it was fully charged to 131.4 
volts when I started, so say 13-14 volts sag...but yes, I was impressed! 
 With a 180 Ah battery, 350 amps is only around a 2C rate, which should 
be well within their capabilities.





Forgive my ignorance: so each module is at 8volts? (16 in series, total 128V 
pack) (each Leaf module is 60ah correct?)
Each leaf module is approximately 60 Ah and contains 4 "cells" in total 
(2 series set of 2 parallel 30Ah physical cells), giving around 8 
volts (8.4 volts absolute max) per module.   I have 3 of these modules 
in parallel for a 180 Ah battery capacity. (And groups of 6 modules in a 
"battery" of which I have 8 installed.)






Which BMS and charger are you using?
MiniBMS on each cell with a Thunderstruck motors EVCC acting as the head 
unit (and charge controller for dual TSM2500 chargers).


http://minibms.mybigcommerce.com/
http://www.thunderstruck-ev.com/tsm2500-x2-and-charge-controller.html



Do you have a website or similar  where to see some pictures of your work? 
Congratulations..



Yes, although I haven't posted the final install pictures or videos yet. 
You can see the battery construction here to get an idea of what each of 
my 8 batteries looks like:


http://www.summet.com/blog/2015/10/31/how-to-build-a-16-volt-battery-module-from-six-nissan-leaf-cells/

Jay
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Re: [EVDL] Upgraded heater

[tomw via EV]

I installed two cores from some ceramic heaters purchased at Lowes for $21
each several years ago.
Before installing I measured output of one heater plugged into the wall with
its fan on “high” as 1460W. Resistance of the two heaters in parallel was 11
Ohm at room temperature of about 85 F, and after heating with a heat gun
briefly, 5 Ohm. 

After installing the heater cores and putting everything back together I
tested the heat output.  I measured current into the heaters with an Extek
EX830 meter. The pack was at about 44% SOC, and 116V. With blower on high:
27.2A, 116V, 3155W, blower on medium: 26.2A, 116V, 3039W, blower on low:
24.8A, 116V, 2877W.

Possibly your cores are different resistance, leading to unequal currents
through them, assuming they are wired in parallel so you have full voltage
across each.

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