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1990 4runner v6 4x4 auto - 1990 Montero v6 3.0lt. 4x4 5spd manual - 1984 Patrol inline 6 4x4 5spd
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Discussion Starter · #1 ·
Greetings from Chile.
I want to convert my 1990 Montero V6 3000 manual 4x4 5spd
The vehicle’s curb weight is 2050kgs.

I would like to start with the best possible performance (0-60) and l would add batteries as budget permits.
Ideally should be able to do highway speeds of up to 70mph.

I will have to import everything. I am looking for salvaged parts. I have a brother in Florida who can ship things to me.
I have been researching the Nissan Leaf or the Lexus gs450h and ls600h.(mainly because Damien and the folks at Openinverter. org seem to tamed then.

I need help figuring out which would be the best to push for performance and the easiest to work with.
I’m good mechanically but electronically challenged (I can solder if told what and where).

I think Tesla is probably over my head and my budget.
I’ve read that the leaf motor can push 160KW with the right controller and batteries and that a salvaged Leaf will come with chargers and various other needed parts.

The Montero has the transfer on the same side as the L110f (ls600h) but I´d lose 4L.
I wonder if the gs450h can adapted to my original transfer case so I can keep Low Range?

Which set up would have better performance or what other system is better, I want to start out with best motor-controller I can afford and add batteries in stages.

I have around 10k of budget to begin with.

I´m just starting down this path in the hope of keeping alive the cars that have been my families daily drivers for more than 30 years. (1984 Nissan Patrol-1990 4runner)
I appreciate all the feedback an help I can get.

Caco
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1990 4runner v6 4x4 auto - 1990 Montero v6 3.0lt. 4x4 5spd manual - 1984 Patrol inline 6 4x4 5spd
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Discussion Starter · #3 ·
Hi ELC, yes I´m following your build and learning a lot.
Hadn´t heard of the ford I will definitely look into it.
Why are the Lexus motors to big?
What if I sacrifice low gear and use the Ls600h?
Thanks for the response.
 

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If you want to follow the easiest approach of keeping the original style of 4WD system, and the existing transfer case doesn't fit the Toyota hybrid transmission (and it probably won't), then another Toyota transfer case might work, or a custom adapter may be possible, or a divorced transfer case configuration might be a good solution.

The Ford "crate motor" appears to be a Mach-E rear drive unit, so it is like salvaging a unit from a Mach-E or any other typical EV... and it isn't really available anyway. Any available salvaged EV drive unit has the challenge of not fitting with the design of this vehicle at all.
 

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The dimensions need to be checked, but I wouldn't assume that a transmission designed to fit a car the size of the Lexus GS would be large compared to the transmission in the Montero. If "too big" was intended to refer to power or torque output, I wouldn't expect a transfer case that can handle the output of a 3L engine (torque multiplied by first gear of the stock transmission) having a problem with the output of a Toyota hybrid transmission. Actual numbers should be checked before final decisions.

The low range in a traditional 4WD can provide more torque to the wheels at low speed than would otherwise be available in the lowest gear; that may not be an issue, depending on the motor choice. It can also simply allow lower speed for extreme conditions without stalling the engine, which is not an issue.
 

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Discussion Starter · #6 ·
The 281hp crate motor sounds great I wonder How much it will cost?
 

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Discussion Starter · #7 ·
If I understand correctly, low range is not necessary with an electric motor?
So maybe the L110f will work? Wouldn't this be the easiest way?
When you say "fit" do you mean fiscally?
Do you think it would out perform a Leaf motor hooked up to the original trans?
 

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Starting with a small battery and adding later is tough. If you design the battery as a set of parallel strings you can add strings over time, but your BMS has to manage multiple strings. Alternatively you can design for a final battery voltage when it is complete and have a fraction of that to start, adding in series to complete it; that will probably mean inadequate performance with the initial battery size and voltage. If you use individual prismatic cells you could rebuild it for more cells in parallel to expand, but that's a lot of rework.

Some production EVs are available with a choice of battery sizes, but they normally designed to the same (or at least close) overall voltage, and it's generally not possible to start with the smaller option and just add modules to get the later option.
 

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The 281hp crate motor sounds great I wonder How much it will cost?
The Ford "crate motor" is not expensive, but it's not just a motor - it's a complete drive unit of motor with reduction gearing and differential. How would you use that in a Montero?

If I understand correctly, low range is not necessary with an electric motor?
Low range isn't necessary with most engines for most purposes, either. It's a matter of determining how much torque will be available to the wheels at low speed, and comparing that to what you need.

So maybe the L110f will work? Wouldn't this be the easiest way?
In some ways this hybrid transmission/drive unit is an easy way to go, because it will fit in the space originally occupied by the transmission, with it and the battery replacing both the engine and the transmission.

Do you think it would out perform a Leaf motor hooked up to the original trans?
That's very dependent on details... is it is a stock Leaf drive unit, or with a modified controller and/or inverter? Which Leaf drive unit... 80 kW (came in cars with 24 kWh and 30 kWh batteries), 110 kW (comes in cars with 40 kW battery), or 160 kW (comes in cars with 62 kWh battery)? Is the L110 modified to use MG1 as well as MG2? Would the transmission be shifted to optimize Leaf motor output?

At the most basic level, MG2 of the L110 is rated at higher power than the common (80 kW) Leaf motor, but the transmission could keep the Leaf motor up in speed to make more power available at low road speed.

When you say "fit" do you mean fiscally?
No, I mean physically and mechanically... but which "fit" comment are you asking about?
 

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Discussion Starter · #10 ·
So, I will have to go all in from the start?
No way to escalate the build?
If I can use the L110f, what battery setup would I need from the start?
Do I need to start with the final Voltage or the final KWH or both.
I'm getting the feeling my budget won't be enough 🙃
 

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Discussion Starter · #11 ·
With both motors on the L110f together is it posible or what would it take to produce 80/200 KW that I figure will move my brick shaped truck?
If I start start with 50km range, is it that complicated to later increase the range?
Has the L110f inverter controller been hacked?
I couldn't find anything at openinverter?
 

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With both motors on the L110f together is it posible or what would it take to produce 80/200 KW that I figure will move my brick shaped truck?
If I start start with 50km range, is it that complicated to later increase the range?
Has the L110f inverter controller been hacked?
I couldn't find anything at openinverter?
Hi Caco

The info for the L110f gearbox is called Lexus GS450H on the open inverter forum as that is the car that gearbox came out of.

You can run the GS450h gearbox at a lower voltage and increase more modules in series later, but trying to install another full voltage string of modules in parallel later is not impossible, but alot harder. Wiring and BMS issues would be hard to overcome.

Alot of people make there battery choices last, as batteries are always getting cheaper/better, altho Id always want to have a plan before I started so I knew I could package my batteries successfully.

Brennan
 

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Discussion Starter · #13 ·
Thanks Brennan

That clarifies my battery question.
My question about Lexus GS450H VCU on the open inverter forum is if it would work with the LS600h gear box.
 

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Hi Caco

[QUOTE="Caco4x4
My question about Lexus GS450H VCU on the open inverter forum is if it would work with the LS600h gear box.
[/QUOTE]

Whether the GS450h VCU would work with the LS600h gearbox would dependon how similar the inverters are with the different drive systems. I cant imagine Lexus changed to much to keep production costs down. I guess you wont know till you try haha.

I dont know much about your intended vehicle but it might be possible/easier to connect your transfer case to the GS450h. Gearing would be a consideration then tho. Low box probably isnt needed on an electric conversion.
 

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My humble opinion:

-Buy a running and driving Nissan Leaf, pretty sure its years 2013-17 that are supported by the Resolve EV controller so make sure its one of those.

-Buy Resolve EV controller. This will allow you to use the charger and DC-DC converter that are already in the Leaf stack.

-Remove the Leaf transmission from the motor. Create a coupler that connects the output shaft of the motor to the input shaft of the trans. Clutch optional.

-Make an adapter to bolt the motor to the trans. Integrate mounts that go to the factory engine mount. I have CAD files and part numbers that can help with your coupler/adapter I'll dig em up if you like.

-Volvo electric power steering pump.Give it 12v and fires right up, Ebay has em for like $150. I walked into a local hydraulic line shop with the pump and high pressure line from the Toyota and they made me a custom line in 10 minutes, was like $40.

-Make a battery box and install them in the cargo area. Of course this isn't optimal, but you can split up the modules and create battery boxes to fit under the body later.

My 4runner is roughly 5,000lbs with 35" tires, the stock 80wh Leaf motor moves it fine. Not crazy powerful, but fun. Put it in low range and it will do donuts on hard pack dirt.
Feel free to message me anytime, would love to talk more about your build.
 

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Discussion Starter · #16 ·
Hi Caco

I dont know much about your intended vehicle but it might be possible/easier to connect your transfer case to the GS450h. Gearing would be a consideration then tho. Low box probably isnt needed on an electric conversion.

Brennan

The electronics scares me so I probably wouldn´t even try with the ls600h unless I was sure beforehand.
I like the idea of hooking the transfer to the gs450h. I wonder how viable it would be? Why gearing considerations?
I was thinking using just 2H and 4H.

My vehicle Is a 1990 Montero ( 2050kg) 4x4 manual V6 3.0 with a dead ICE.
 

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Discussion Starter · #17 ·
My humble opinion:

-Buy a running and driving Nissan Leaf, pretty sure its years 2013-17 that are supported by the Resolve EV controller so make sure its one of those.

-Buy Resolve EV controller. This will allow you to use the charger and DC-DC converter that are already in the Leaf stack.

-Remove the Leaf transmission from the motor. Create a coupler that connects the output shaft of the motor to the input shaft of the trans. Clutch optional.

-Make an adapter to bolt the motor to the trans. Integrate mounts that go to the factory engine mount. I have CAD files and part numbers that can help with your coupler/adapter I'll dig em up if you like.

-Volvo electric power steering pump.Give it 12v and fires right up, Ebay has em for like $150. I walked into a local hydraulic line shop with the pump and high pressure line from the Toyota and they made me a custom line in 10 minutes, was like $40.

-Make a battery box and install them in the cargo area. Of course this isn't optimal, but you can split up the modules and create battery boxes to fit under the body later.

My 4runner is roughly 5,000lbs with 35" tires, the stock 80wh Leaf motor moves it fine. Not crazy powerful, but fun. Put it in low range and it will do donuts on hard pack dirt.
Feel free to message me anytime, would love to talk more about your build.

Hi Rockcrawler

Great information and I really appreciate your offer of help, I think I´ll be needing a lot.
More and more I'm thinking that a Leaf might the way to go for me. There is lots of info about different conversions.
I have been trying to se how much they go for at Copart and other auctions, but they don´t give that info.

My brother in Florida can strip off everything I need and ship it to me. Making the process of sourcing all the different parts a lot easier.

Can you share the kind performance range your getting and how much you think it will cost?

I´m tempted to convert my 1990 4runner 3.slow instead, although she still runs.
Here´s a pic

123450


One of my mayor concerns is the climb y have to get home, 8km with about 500mts vertical climb and stretches' with inclines out of norm. For EV´s it´s definitely better to live in a hole....
 
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