Re: [EVDL] 2Kwh Volt battery pack charger

[jerry freedomev via EV]

        Hi Kevin, Cor and All,              That sounds interesting  plus the 
same model covers 96, 120, 144vdc packs with slight changes.               Cor, 
I'll try to get ahold of you offlist.                    Thanks,                
         Jerry

  From: Kevin Trombley via EV 
 To: "ev@lists.evdl.org"  
Cc: Kevin Trombley 
 Sent: Tuesday, January 30, 2018 8:55 PM
 Subject: [EVDL] 2Kwh Volt battery pack charger
   
 I recently did some research on the proper charging requirements for a 2Kwh 
section of a Chevy Volt battery.
44.4 nominal voltage    12x4.1V/cell=49.2V constant charge voltage
I found a nice Elcon TC HK-H 1,800W 25A battery charger at evcomponents.com for 
~$300.00 shipped

  
|  
|  
|  
|  |    |

  |

  |
|  
|  |  
Elcon TC HK-H 1800W Charger
    
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[EVDL] 2Kwh Volt battery pack charger

[Kevin Trombley via EV]

 I recently did some research on the proper charging requirements for a 2Kwh 
section of a Chevy Volt battery.
44.4 nominal voltage    12x4.1V/cell=49.2V constant charge voltage
I found a nice Elcon TC HK-H 1,800W 25A battery charger at evcomponents.com for 
~$300.00 shipped

  
|  
|   
|   
|   ||

   |

  |
|  
|   |  
Elcon TC HK-H 1800W Charger
    

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Re: [EVDL] Leaf module charging recommendations

[Cor van de Water via EV]

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Re: [EVDL] Leaf module charging recommendations

[Damon Henry via EV]

 welcome corrections to my train of thought, even to the point of derailment 
as appropriate. I'm hoping for an off-the-shelf solution that works 
out-of-the-box or works with appropriate adjustments on the panel or equivalent.

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Re: [EVDL] Leaf module charging recommendations

[jerry freedomev via EV]

      Hi Fred and All,              I measured them with a known good meter at 
3.53v/cell so use that to calibrate yours.  I don't charge them up so safer to 
ship.I parallel the 2 48vdc nom sections in a 4 kwh module and charge them with 
a MPJA  sold   hf240w-sf-48.    Once you get it, adjust it to 49.2vdc  and you 
are good.  Don't charge over 49.2vdc.  I too am looking for more powerful and 
reasonably priced solutions that can handle lithium in 48, 96, 120 and 144vdc 
packs.I think your 3vdc/cell is too low and I'm using 3.2vdc/cell for now.Would 
like to hear others on what voltages the 2013 Volt uses or what they are 
using.?And what inverters at a reasonable price one can use to run off the 
48vdc EV pack to give V2H?Thanks,        Jerry Dycus

  From: fred via EV <ev@lists.evdl.org>
 To: via EV <ev@lists.evdl.org> 
Cc: fred <fred_do...@yahoo.com>
 Sent: Tuesday, January 30, 2018 6:15 PM
 Subject: [EVDL] Leaf module charging recommendations
   
Thanks to Jerry Dycus for selling me a great looking clean Volt battery module. 
My still-working Radio Shack (top of the line) digital multimeter tells me all 
the cells are within 0.01 at 3.56 or 3.57 volts.
I've found this useful bit of data:
Number of cells        36
Construction        12 in-series x 3 in parallel
Length              9.5"
Width            9.5"
Height              10.5
Weight             45 lbs
Output terminal        M6 nut
Amp Hour        47
Total Voltage           48vdc

 

CELL SPECIFICATIONS
Cell type        Laminate type
Cathode material       LiMn2O4 with LiNiO2
Anode material          Graphite
Rated capacity (0.3C)   17 Ah
Average voltage        3.8 VDC
Maximum Voltage         4.2VDC
Minimum Voltage          3.0VDC
I measured 42.5vdc across each 12 cell block and the math says it should be 
42.72vdc, which is close enough for my meter. It's not 48vdc and from an 
earlier discussion I expected that to be the case.
When it comes to charging this battery, I would like to ensure to get the right 
stuff. My experience with other lithium based batteries is that the nominal 
voltage of the charger is referenced to the battery and in all cases, the 
battery voltage is higher than the nominal voltage "listed." That is to say, a 
36v battery charges to 42vdc and rarely drops to the 36v reference figure in 
regular use. The charger, of course, pushes electrons into the battery at those 
higher levels.
In the case of the Volt battery, I believe I would not want to use an 
off-the-shelf charger rated for a 48v battery. My search results have all been 
ending in devices with excessive top-end termination.

I would like to have an off-the-shelf solution, however, if such a charger 
exists. My current collection of chargers are plug-in and go type, in that they 
have appropriate profiles for charging to a specific level and tapering off as 
appropriate for the pack.
As an additional consideration, this battery does not need to be charged in an 
hour or even two or three. I'm amenable to a configuration that requires a ten 
hour or longer charge period, especially if cost is lower.
I welcome corrections to my train of thought, even to the point of derailment 
as appropriate. I'm hoping for an off-the-shelf solution that works 
out-of-the-box or works with appropriate adjustments on the panel or equivalent.

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Re: [EVDL] Leaf module charging recommendations

[Cor van de Water via EV]

Fred,
So your meter indicates 3.54V as 3.56 or 3.57 which is less than 1% error.
For Lithium the nominal voltage is not when pretty much dead as Lead,
but closer to the halfway point.
Since your pack is pretty low in charge, below 20% I am guessing, the total
pack voltage is well below the nominal voltage, which is 12 x 3.8 = 45.6V
Max charge voltage of each cell is 4.2 but I would suggest to keep it under
4.1 if you are not required to get the absolute max out of the pack at all 
costs.
If you are doing a race for max distance then go ahead and aim for 4.2 or 
higher,
but in daily operation if you want longevity, then I suggest you charge to 4.1V.

You will need a (simple) BMS to tell you when a cell goes over 4.2V or under 
3.0V
and preferably does some low-current balancing for you, for example the Leaf
BMS has 10mA balance current and runs 24/7.
You definitely want to get a signal from the BMS when any cell is hitting its 
limit
so you can either drop a contactor (to stop charging or driving) or at minimum 
get
a very noticeable warning that something is going out of spec, so you can 
respond to it
(especially while driving, since during charging you are likely asleep).

12 x 4.1V is 49.2V which is a convenient voltage that most 48V power supplies 
can easily be trimmed up to using the trimpot on the supply.
I have very many 48V power supplies, so let me know if you like to talk about 
getting one.

In fact, last week I disassembled an Enginer unit, which is a 48V Lithium 
battery pack for a Prius
with a charger and a DC/DC converter to the Prius's Hybrid packs ~200V, 5kW.
I do not trust the BMS that came with it as most batteries were toast, but you 
are welcome
to experiment with it if you like.
Success,
Cor.

-Original Message-
From: EV [mailto:ev-boun...@lists.evdl.org] On Behalf Of fred via EV
Sent: Tuesday, January 30, 2018 3:15 PM
To: via EV
Cc: fred
Subject: [EVDL] Leaf module charging recommendations

Thanks to Jerry Dycus for selling me a great looking clean Volt battery module. 
My still-working Radio Shack (top of the line) digital multimeter tells me all 
the cells are within 0.01 at 3.56 or 3.57 volts.
I've found this useful bit of data:
Number of cells        36
Construction        12 in-series x 3 in parallel Length             
 9.5"
Width            9.5"
Height              10.5
Weight             45 lbs
Output terminal        M6 nut
Amp Hour        47
Total Voltage           48vdc

 

CELL SPECIFICATIONS
Cell type        Laminate type Cathode material       
LiMn2O4 with LiNiO2 Anode material          Graphite Rated capacity (0.3C)  
 17 Ah Average voltage        3.8 VDC Maximum Voltage         4.2VDC 
Minimum Voltage          3.0VDC I measured 42.5vdc across each 12 cell block 
and the math says it should be 42.72vdc, which is close enough for my meter. 
It's not 48vdc and from an earlier discussion I expected that to be the case.
When it comes to charging this battery, I would like to ensure to get the right 
stuff. My experience with other lithium based batteries is that the nominal 
voltage of the charger is referenced to the battery and in all cases, the 
battery voltage is higher than the nominal voltage "listed." That is to say, a 
36v battery charges to 42vdc and rarely drops to the 36v reference figure in 
regular use. The charger, of course, pushes electrons into the battery at those 
higher levels.
In the case of the Volt battery, I believe I would not want to use an 
off-the-shelf charger rated for a 48v battery. My search results have all been 
ending in devices with excessive top-end termination.

I would like to have an off-the-shelf solution, however, if such a charger 
exists. My current collection of chargers are plug-in and go type, in that they 
have appropriate profiles for charging to a specific level and tapering off as 
appropriate for the pack.
As an additional consideration, this battery does not need to be charged in an 
hour or even two or three. I'm amenable to a configuration that requires a ten 
hour or longer charge period, especially if cost is lower.
I welcome corrections to my train of thought, even to the point of derailment 
as appropriate. I'm hoping for an off-the-shelf solution that works 
out-of-the-box or works with appropriate adjustments on the panel or equivalent.

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Re: [EVDL] Leaf module charging recommendations

[Damon Henry via EV]

I special ordered 4 chargers from
https://evfittinggreentime.aliexpress.com/store/313864

I bought 4 of their 6 amp chargers and asked them to set the termination 
voltage to 12 X 4.15 volts = 49.8 volts to use with my 4 Chevy Volt Modules.  
You can ask for whatever termination voltage you are comfortable with.

I previously had bought two of their 54.6 volt chargers for the 16 Calb Cells 
in my motorcycle and have been very happy with their chargers working as 
advertised.


Damon



From: EV <ev-boun...@lists.evdl.org> on behalf of fred via EV 
<ev@lists.evdl.org>
Sent: Tuesday, January 30, 2018 3:14 PM
To: via EV
Cc: fred
Subject: [EVDL] Leaf module charging recommendations

Thanks to Jerry Dycus for selling me a great looking clean Volt battery module. 
My still-working Radio Shack (top of the line) digital multimeter tells me all 
the cells are within 0.01 at 3.56 or 3.57 volts.
I've found this useful bit of data:
Number of cells36
Construction12 in-series x 3 in parallel
Length  9.5"
Width9.5"
Height  10.5
Weight 45 lbs
Output terminalM6 nut
Amp Hour47
Total Voltage   48vdc



CELL SPECIFICATIONS
Cell typeLaminate type
Cathode material   LiMn2O4 with LiNiO2
Anode material  Graphite
Rated capacity (0.3C)   17 Ah
Average voltage3.8 VDC
Maximum Voltage 4.2VDC
Minimum Voltage  3.0VDC
I measured 42.5vdc across each 12 cell block and the math says it should be 
42.72vdc, which is close enough for my meter. It's not 48vdc and from an 
earlier discussion I expected that to be the case.
When it comes to charging this battery, I would like to ensure to get the right 
stuff. My experience with other lithium based batteries is that the nominal 
voltage of the charger is referenced to the battery and in all cases, the 
battery voltage is higher than the nominal voltage "listed." That is to say, a 
36v battery charges to 42vdc and rarely drops to the 36v reference figure in 
regular use. The charger, of course, pushes electrons into the battery at those 
higher levels.
In the case of the Volt battery, I believe I would not want to use an 
off-the-shelf charger rated for a 48v battery. My search results have all been 
ending in devices with excessive top-end termination.

I would like to have an off-the-shelf solution, however, if such a charger 
exists. My current collection of chargers are plug-in and go type, in that they 
have appropriate profiles for charging to a specific level and tapering off as 
appropriate for the pack.
As an additional consideration, this battery does not need to be charged in an 
hour or even two or three. I'm amenable to a configuration that requires a ten 
hour or longer charge period, especially if cost is lower.
I welcome corrections to my train of thought, even to the point of derailment 
as appropriate. I'm hoping for an off-the-shelf solution that works 
out-of-the-box or works with appropriate adjustments on the panel or equivalent.

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Re: [EVDL] Leaf module charging recommendations

[Willie via EV]

On 01/30/2018 05:14 PM, fred via EV wrote:



I would like to have an off-the-shelf solution, however, if such a charger 
exists. My current collection of chargers are plug-in and go type, in that they 
have appropriate profiles for charging to a specific level and tapering off as 
appropriate for the pack.
As an additional consideration, this battery does not need to be charged in an 
hour or even two or three. I'm amenable to a configuration that requires a ten 
hour or longer charge period, especially if cost is lower.
I welcome corrections to my train of thought, even to the point of derailment 
as appropriate. I'm hoping for an off-the-shelf solution that works 
out-of-the-box or works with appropriate adjustments on the panel or equivalent.


I just put three Volt modules in a 48v golf cart.  The cart will 
probably run ok with a single module.  It runs ok but I haven't yet 
configured a charger.  I expect a 48v Meanwell type power supply trimmed 
to 49-50 volts to do the job.


I believe that you will find that 48 volt ebike chargers go too high.
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[EVDL] Leaf module charging recommendations

[fred via EV]

Thanks to Jerry Dycus for selling me a great looking clean Volt battery module. 
My still-working Radio Shack (top of the line) digital multimeter tells me all 
the cells are within 0.01 at 3.56 or 3.57 volts.
I've found this useful bit of data:
Number of cells        36
Construction        12 in-series x 3 in parallel
Length              9.5"
Width            9.5"
Height              10.5
Weight             45 lbs
Output terminal        M6 nut
Amp Hour        47
Total Voltage           48vdc

 

CELL SPECIFICATIONS
Cell type        Laminate type
Cathode material       LiMn2O4 with LiNiO2
Anode material          Graphite
Rated capacity (0.3C)   17 Ah
Average voltage        3.8 VDC
Maximum Voltage         4.2VDC
Minimum Voltage          3.0VDC
I measured 42.5vdc across each 12 cell block and the math says it should be 
42.72vdc, which is close enough for my meter. It's not 48vdc and from an 
earlier discussion I expected that to be the case.
When it comes to charging this battery, I would like to ensure to get the right 
stuff. My experience with other lithium based batteries is that the nominal 
voltage of the charger is referenced to the battery and in all cases, the 
battery voltage is higher than the nominal voltage "listed." That is to say, a 
36v battery charges to 42vdc and rarely drops to the 36v reference figure in 
regular use. The charger, of course, pushes electrons into the battery at those 
higher levels.
In the case of the Volt battery, I believe I would not want to use an 
off-the-shelf charger rated for a 48v battery. My search results have all been 
ending in devices with excessive top-end termination.

I would like to have an off-the-shelf solution, however, if such a charger 
exists. My current collection of chargers are plug-in and go type, in that they 
have appropriate profiles for charging to a specific level and tapering off as 
appropriate for the pack.
As an additional consideration, this battery does not need to be charged in an 
hour or even two or three. I'm amenable to a configuration that requires a ten 
hour or longer charge period, especially if cost is lower.
I welcome corrections to my train of thought, even to the point of derailment 
as appropriate. I'm hoping for an off-the-shelf solution that works 
out-of-the-box or works with appropriate adjustments on the panel or equivalent.

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[EVDL] EVLN: EV-newswire posts for 20180128

[brucedp5 via EV]

http://electric-vehicle-discussion-list.413529.n4.nabble.com/EVLN-65mph-Tesla-S-crashed-into-stationary-fire-truck-Culver-City-CA-tp4689316.html
EVLN: 65mph Tesla-S crashed into stationary fire truck Culver_City-CA
Tesla on autopilot crashes into a fire engine
The driver of the vehicle, who was reportedly unharmed by the accident,
allegedly claimed that the electric car was on Autopilot when the collision
happened …

+
http://electric-vehicle-discussion-list.413529.n4.nabble.com/conEV-Koch-koolaid-LAPD-Wastes-10M-plugins-used-for-lunch-Nail-Salons-v-tp4689315.html
conEV(Koch koolaid): LAPD Wastes $10M> plugins used for lunch,Nail Salons
(v) +

https://www.themaven.net/bluelivesmatter/community/lapd-wastes-10m-on-unused-electric-cars-EjMIv19KB02LAzZ57CHHBQ
LAPD Wastes $10M on Unused Electric Cars. City Officials Improperly Use them
for Lunch and Nail Salons
20180128  LAPD Purchased $10.2 Million worth of Electric BMW …
https://youtu.be/LHye02jbGNI


https://insideevs.com/moodys-says-automakers-lose-7000-to-1-per-electric-car-sold/
Electric car - Moody’s Says Automakers Lose $7,000 To $10,000 …
20180128  Losing money is not sustainable …
https://insideevs.com/wp-content/uploads/2017/12/2017-Chevrolet-BoltEV-087-750x500.jpg




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


{brucedp.neocities.org}

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[EVDL] EVLN: 65mph Tesla-S crashed into stationary fire truck Culver_City-CA

[brucedp5 via EV]

https://electricvehiclesresearch.com/articles/13634/tesla-on-autopilot-crashes-into-a-fire-engine
Tesla on autopilot crashes into a fire engine
January 29, 2018  

[image  
https://idtxs3.imgix.net/si/2/C4/E6.jpg
]

A Tesla Model S traveling at 65 mph crashed into a stationary fire truck in
California last week. The driver of the vehicle, who was reportedly unharmed
by the accident, allegedly claimed that the electric car was on Autopilot
when the collision happened although authorities would not confirm if the
Tesla had indeed been on Autopilot. 

The firefighters could not be sure if the Tesla had slowed down in the
moments before it hit the fire truck, however as there was extensive damage
to the car it appears the Model S was moving at a fairly high speed before
the collision. 

In a statement to The Mercury News, Culver City Fire Department battalion
chief Ken Powell explained that the accident was quite severe, with the
entire front of the Tesla Model S crushed as a result of the impact although
the driver of the vehicle was able to walk away from the accident unharmed
not requiring treatment. The fire engine had been parked in an emergency
lane and carpool lane, blocking off a previous accident, with a CHP vehicle
behind it and to the side, Powell said. 

Reactions to the incident were that the accident might have been caused by
driver error as Tesla's Autopilot system is an advanced driver-assistance
system that does not provide fully autonomous features and so the driver
could have intervened to prevent the crash. 

Since the debut of Autopilot, Tesla has strongly urged drivers that the
system is only intended to be used as a way to aid the driver. The Model S
also has several fail-safes in its software system, with the electric car
engaging numerous visual and auditory warnings when it senses too little
interaction from the driver. 

The Tesla Model S is one of the safest vehicles on the road. Due to the
construction of the vehicle and the absence of a gas-powered engine, the
luxury electric sedan has a large crush zone in its front. Its low center of
gravity also prevents the vehicle from rolling over easily ...
[© electricvehiclesresearch.com]



https://www.teslarati.com/tesla-model-s-firetruck-crash-details/
Tesla Model S firetruck crash in California: What we know so far
January 25, 2018 - All eyes are on Tesla once more, after a Model S
traveling at highway speeds crashed into a parked fire truck in Culver City,
California earlier this week. The collision, which allegedly happened while
the car was on Autopilot, has incited renewed debates, criticisms, and an
upcoming government probe on ...
https://cdn.teslarati.com/wp-content/uploads/2018/01/tesla-crash-fire-truck-405-los-angeles.jpg




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


{brucedp.neocities.org}

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[EVDL] conEV(Koch koolaid): LAPD Wastes $10M> plugins used for lunch, Nail Salons (v) +

[brucedp5 via EV]

https://www.themaven.net/bluelivesmatter/community/lapd-wastes-10m-on-unused-electric-cars-EjMIv19KB02LAzZ57CHHBQ
LAPD Wastes $10M on Unused Electric Cars. City Officials Improperly Use them
for Lunch and Nail Salons
20180128  LAPD Purchased $10.2 Million worth of Electric BMW …
https://youtu.be/LHye02jbGNI



https://insideevs.com/moodys-says-automakers-lose-7000-to-1-per-electric-car-sold/
Electric car - Moody’s Says Automakers Lose $7,000 To $10,000 …
20180128  Losing money is not sustainable …
https://insideevs.com/wp-content/uploads/2017/12/2017-Chevrolet-BoltEV-087-750x500.jpg
...
http://business.financialpost.com/pmn/transportation-business-pmn/autos-transportation-business-pmn/automakers-to-generate-low-returns-on-electric-cars-for-years-to-come-moodys
Automakers to generate low returns on electric cars for years to come ...
Jan 23, 2018 - MONTREAL — Moody's Investors Service says global automakers,
aside from Tesla, will generate low returns on battery electric vehicles
even though sales will surge by 2030 ...




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


{brucedp.neocities.org}

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[EVDL] Harley Davidson

[Seth Rothenberg via EV]

I saw this in the news todaypeople seem to be of two minds about it


https://www.bloomberg.com/news/articles/2018-01-30/harley-davidson-is-making-an-electric-motorcycle-after-livewire

On Tuesday, during a routine earnings call, Harley-Davidson Inc. announced
it will produce an all-electric motorcycle.

The announcement accompanied news of additional job cuts and a plant closure
<https://www.bloomberg.com/news/articles/2018-01-30/harley-misses-estimates-struggling-to-make-america-bike-again>
at the
Milwaukee-based company. It also came four years after Harley unveiled its
“LiveWire” project, a prototype all-electric motorcycle.

“You’ve heard us talk about Project LiveWire,” Matt Levatich, the president
and chief executive officer of Harley-Davidson, told listeners during the
call on Tuesday. “It’s an active project we’re preparing to bring to market
within 18 months.''

If it is anything like its precursor, the new motorcycle, which was not
named, will carry a roughly 50-mile range and be able to go from 0 to 60
miles per hour in 4 seconds. By comparison, Zero’s SR hits 60mph in 3.3
seconds, and the Mission R racer has a top speed of more than 150mph, with
a sub-3-second sprint time. A standard Ducati Monster 1200 motorcycle can
hit 60mph in just under 3 seconds...
-- next part --
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Re: [EVDL] Searching for a source for 2013 and newer Leaf cells

[Cor van de Water via EV]

What I have seen from the Vectrix design and what their sales was pushing for,
was that the Vectrix design incorporated NiMH cells that were pushed several 
times
beyond their max ratings.
I believe that the max rating for the cells was in the range of 100 Amps and 
initially the
Vectrix was limited to below 150 or 200A max draws, but that resulted in a top 
speed, I believe
just below 60 MPH.
That was unacceptable for the sales team, so they forced the engineering team 
to open the
max draw up until the Vextrix could hit a top of 67 MPH and they could put that 
in the
sales brochure and sell it as freeway capable without customer pushback.

However, the pushback came from physics, since the cells were now pushed about
3 times beyond their max rating to about 300A so even the main 225A fuse 
started blowing.
The scooter is not designed to be taken apart easily, so fixing that was a 
major hassle
and the extreme current draws caused the pack to overheat, despite 2 large and 
very
good quality cooling fans (I still have one set) the cells died early. another 
contributing
factor was that charging would commence full power and add more heat even when
the pack was already overheated if plugged in immediately upon return from a 
trip, which is
the natural moment to plug in.
Grass-roots support actually released a software version that allowed a 
cool-down between
drive and charging and throttle the charging to lower current so the cells had 
a chance to
survive.
It was not that the NiMH cells were bad per se, they were abused to death.

-Original Message-
From: EV [mailto:ev-boun...@lists.evdl.org] On Behalf Of mattlogan55--- via EV
Sent: Tuesday, January 30, 2018 11:49 AM
To: ev@lists.evdl.org
Cc: mattloga...@yahoo.com
Subject: Re: [EVDL] Searching for a source for 2013 and newer Leaf cells

Generally speaking, there is a lot to like about the Vectrix Vx-1 (when it is 
running), but also a few fatal problems, painstakingly documented on the ‘V is 
for Voltage’ Vectrix forum. 

Concerning the Vectrix NiMH batteries specifically, I think it was mostly that 
there were 105 prismatic NiMH cells without any real battery management, with 
questionable factory charge/discharge parameters, and questionable cell 
quality. These oversights resulted in overheated (swollen) and damaged cells 
within the pack. Combine that with a company that was mostly in a state of 
bankruptcy, and you have the Vectrix experience.
Fortunately, I did not buy my scooters new, so my experience has been
frustrating, but not too expensive.


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Re: [EVDL] Searching for a source for 2013 and newer Leaf cells

[mattlogan55--- via EV]

Generally speaking, there is a lot to like about the Vectrix Vx-1 (when it is
running), but also a few fatal problems, painstakingly documented on the ‘V
is for Voltage’ Vectrix forum. 

Concerning the Vectrix NiMH batteries specifically, I think it was mostly
that there were 105 prismatic NiMH cells without any real battery
management, with questionable factory charge/discharge parameters, and
questionable cell quality. These oversights resulted in overheated (swollen)
and damaged cells within the pack. Combine that with a company that was
mostly in a state of bankruptcy, and you have the Vectrix experience.
Fortunately, I did not buy my scooters new, so my experience has been
frustrating, but not too expensive.


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Re: [EVDL] Searching for a source for 2013 and newer Leaf cells

[Willie via EV]

On 01/30/2018 11:56 AM, Peri Hartman via EV wrote:

Matt,

Your message did go large. But I would say this is of interest to "the 
list" if you are going to discuss experiences with different cells and 
experiences with Vectrix. When you are discussing shipping arrangements 
and pricing for parts or services, that probably should be "off list".


Agree.

Since NiMH has such a sterling reputation in EV1s and RAV4EVs, I'm 
interested in hearing about the trouble in Vectrix.


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Re: [EVDL] Searching for a source for 2013 and newer Leaf cells

[Willie via EV]

On 01/30/2018 11:56 AM, Peri Hartman via EV wrote:

Matt,

Your message did go large. But I would say this is of interest to "the 
list" if you are going to discuss experiences with different cells and 
experiences with Vectrix. When you are discussing shipping arrangements 
and pricing for parts or services, that probably should be "off list".


Agree.

Since NiMH has such a sterling reputation in EV1s and RAV4EVs, I'm 
interested in hearing about the problems in Vectrix.


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Re: [EVDL] Searching for a source for 2013 and newer Leaf cells

[Peri Hartman via EV]

Matt,

Your message did go large. But I would say this is of interest to "the 
list" if you are going to discuss experiences with different cells and 
experiences with Vectrix. When you are discussing shipping arrangements 
and pricing for parts or services, that probably should be "off list".


By the way, it's pretty easy to reply privately. Just "reply all" and 
then delete everything except the poster's personal email address.


(P.S. I'm not the moderator.)

Peri

-- Original Message --
From: "Matth Logan via EV" 
To: ev@lists.evdl.org
Cc: mattloga...@yahoo.com
Sent: 30-Jan-18 8:53:02 AM
Subject: Re: [EVDL] Searching for a source for 2013 and newer Leaf cells

This is an attempt at a private conversation with Cor concerning his 
response to my post on the Oeva list.  If this is inadvertently being 
posted to the general public list, I am hoping that the moderator will 
bar it, and send me a friendly email on how to respond privately in the 
correct manner!


Cor, I am located in the Portland/Vancouver area, but have family in 
the Bay Area (Palo Alto, Tracy).


I would be interested in talking with you concerning the 2015 cells, 
and about your experience with the Vectrix in general.  I fought with 
the original NiMh cells for a while, then installed an Orien BMS and 
some of the lousy BP Li iron phosphate cells which have since failed.  
I'm tired of looking at 2 bikes sitting unused. Time to use them or 
loose them.


My email: mattloga...@yahoo.com

Thanks,

Matt


Matt,
Where are you located?
BTW, the EVDL is not for commercial advertisements, but anyone working
on their own EVs
can ask for as well as offer parts for sale. Also, if there is a
question on the list and someone
who does work commercially in the requested field, can reply with the
requested info.
(See the occasional report that David is giving us of what is/is not
allowed)

Anyway,
I have a complete set of cells from a 2015 Leaf in the garage (already
removed from the shell)
as well as a set with much deteriorated capacity from I believe a 2011.
Obviously the prices are quite different between the two.
Let's take that discussion offline and shoot me an email.
BTW, I am in Silicon Valley
and I have worked on Vectrix in the past. Quite some years ago when the
first ones were converted
to Lithium, I bought the damaged/incomplete NiMH packs that were taken
out and sold cells or
modules to others who were patching up their own damaged packs.
I also worked on Vectrix with damaged charger (from too long extension
cord, so the constant power
charger was drawing too much current, blowing itself up - a known
problem)
Cor.

-Original Message-
From: EV [mailto:ev-boun...@lists.evdl.org] On Behalf Of mattlogan55---
via EV
Sent: Monday, January 29, 2018 9:32 PM
To: ev@lists.evdl.org
Cc: mattloga...@yahoo.com
Subject: [EVDL] Searching for a source for 2013 and newer Leaf cells

Hi,

I am new to this listing, so forgive me if I commit some blunder in 
this

post!

I have two Vectrix VX-1 scooters in need of batteries, and it appears
that Leaf cells are well suited for a retro-fit. One complete Leaf
battery pack would provide enough cells for both scooters (need 19
modules for each bike).

I am aware that there are online vendors of used Leaf cells (Ebay,
HybridAuto, etc.) but they are costly.  One complete Leaf battery pack
would provide enough cells for both scooters (need 19 modules for each
bike).

I can only ride one bike at a time (and I only have one BMS right now)
so my immediate desire is to locate enough decent cells to power one of
the scooters.

Anyone out there got a line on a Leaf battery pack they would like to
split?
Any Vectrix hobbyists out there?

Thanks

Matt

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Quoted from:
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Re: [EVDL] Searching for a source for 2013 and newer Leaf cells

[Matth Logan via EV]

This is an attempt at a private conversation with Cor concerning his response 
to my post on the Oeva list.  If this is inadvertently being posted to the 
general public list, I am hoping that the moderator will bar it, and send me a 
friendly email on how to respond privately in the correct manner! 

Cor, I am located in the Portland/Vancouver area, but have family in the Bay 
Area (Palo Alto, Tracy). 

I would be interested in talking with you concerning the 2015 cells, and about 
your experience with the Vectrix in general.  I fought with the original NiMh 
cells for a while, then installed an Orien BMS and some of the lousy BP Li iron 
phosphate cells which have since failed.  I'm tired of looking at 2 bikes 
sitting unused. Time to use them or loose them. 

My email: mattloga...@yahoo.com

Thanks, 

Matt


Matt,
Where are you located?
BTW, the EVDL is not for commercial advertisements, but anyone working
on their own EVs
can ask for as well as offer parts for sale. Also, if there is a
question on the list and someone
who does work commercially in the requested field, can reply with the
requested info.
(See the occasional report that David is giving us of what is/is not
allowed)

Anyway,
I have a complete set of cells from a 2015 Leaf in the garage (already
removed from the shell)
as well as a set with much deteriorated capacity from I believe a 2011.
Obviously the prices are quite different between the two.
Let's take that discussion offline and shoot me an email.
BTW, I am in Silicon Valley
and I have worked on Vectrix in the past. Quite some years ago when the
first ones were converted
to Lithium, I bought the damaged/incomplete NiMH packs that were taken
out and sold cells or
modules to others who were patching up their own damaged packs.
I also worked on Vectrix with damaged charger (from too long extension
cord, so the constant power
charger was drawing too much current, blowing itself up - a known
problem)
Cor.

-Original Message-
From: EV [mailto:ev-boun...@lists.evdl.org] On Behalf Of mattlogan55---
via EV
Sent: Monday, January 29, 2018 9:32 PM
To: ev@lists.evdl.org
Cc: mattloga...@yahoo.com
Subject: [EVDL] Searching for a source for 2013 and newer Leaf cells

Hi, 

I am new to this listing, so forgive me if I commit some blunder in this
post!

I have two Vectrix VX-1 scooters in need of batteries, and it appears
that Leaf cells are well suited for a retro-fit. One complete Leaf
battery pack would provide enough cells for both scooters (need 19
modules for each bike).

I am aware that there are online vendors of used Leaf cells (Ebay,
HybridAuto, etc.) but they are costly.  One complete Leaf battery pack
would provide enough cells for both scooters (need 19 modules for each
bike). 

I can only ride one bike at a time (and I only have one BMS right now)
so my immediate desire is to locate enough decent cells to power one of
the scooters. 

Anyone out there got a line on a Leaf battery pack they would like to
split?
Any Vectrix hobbyists out there?

Thanks

Matt

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Quoted from: 
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[EVDL] Searching for a source for 2013 and newer Leaf cells

[mattlogan55--- via EV]

Hi, 

I am new to this listing, so forgive me if I commit some blunder in this
post!

I have two Vectrix VX-1 scooters in need of batteries, and it appears that 
Leaf cells are well suited for a retro-fit. One complete Leaf battery pack
would provide enough cells for both scooters (need 19 modules for each
bike).

I am aware that there are online vendors of used Leaf cells (Ebay,
HybridAuto, etc.) but they are costly.  One complete Leaf battery pack would
provide enough cells for both scooters (need 19 modules for each bike). 

I can only ride one bike at a time (and I only have one BMS right now) so my
immediate desire is to locate enough decent cells to power one of the
scooters. 

Anyone out there got a line on a Leaf battery pack they would like to split?
Any Vectrix hobbyists out there?

Thanks

Matt

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