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Discussion Starter · #1 ·
So, I've given up on my MES-DEA TIM 600, just can't get the darned thing to talk. I found a local guy selling the motor stack out of a 2017 Leaf and will pick it up tomorrow.

Any advice on a BMS, dc-dc converter, and any other parts would be much appreciated!

I'm looking at Gen-2 Leaf batteries on Ebay but if there are other manufacturers that will work, I'm all ears.

Thanks in advance!
 

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the hv wiring is useful, same with water pumps and the auxiliary heaters. AC compressor too.

There’s multiple ways to control everything. replacement mother boards for the inverter for custom tunning of the power stage (openinverter) Or a variety of canbus controllers. some are almost plug and play

resolve controller, zombieverter vcu (this is a general purpose vcu which can control a variety of other parts) and thunderstruck vcu

the bms works great as is. The. Can bus is decoded. Leaf spy works great for cell monitoring.
 

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Discussion Starter · #5 ·
Perfect, thanks!

I'm seriously considering the Resolve EV after watching several videos. It seems to play very well with the Leaf systems.

There seems to be a very wide price range for Bluetooth OBD2 units. Is a $100 one really that much better than a $20 one?

the hv wiring is useful, same with water pumps and the auxiliary heaters. AC compressor too.

There’s multiple ways to control everything. replacement mother boards for the inverter for custom tunning of the power stage (openinverter) Or a variety of canbus controllers. some are almost plug and play

resolve controller, zombieverter vcu (this is a general purpose vcu which can control a variety of other parts) and thunderstruck vcu

the bms works great as is. The. Can bus is decoded. Leaf spy works great for cell monitoring.
 

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Discussion Starter · #7 ·
Haha! Yep, I'm very happy with it! How many cells are required? I've seen 48 cell packs and... something like 62 cell packs I think. Am I mistaken and they are all 48 cell?

Do you know if the orientation of the charge controller and inverter need to be horizontal? It would help me a lot if I could mount them vertically.

Also, It looks like the actual motor is not much larger than what's already installed I may have gotten lucky there... it's also almost 4x more powerful. ;)

Thanks again and let me know if you see any cheap salvage Leafs. heh!
 

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The only limitation I can think of for orientation is keeping air bubbles or voids out of the liquid cooling system. You'll toast the power devices in a heartbeat without coolant contacting them.
 

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The stock LEAF 24/30kwh is 48 modules, 96 cells. Each module is 2 inseparable cells. You can split it up as much as you want but it's just a matter of connecting everything in the correct order etc so theoretically you could have half the pack up front and the other half in the trunk if you wired it correctly.
 

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Discussion Starter · #14 ·
Ok, that helps. I plan on splitting them up, the rear area is actually pretty spacious but I'm not sure how much weight can go back there.
I suppose I could put the charge controller and inverter in the rear but that means running coolant hoses the length of the car which I'd like to avoid.
 

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... How many cells are required? I've seen 48 cell packs and... something like 62 cell packs I think. Am I mistaken and they are all 48 cell?
All Leaf packs are 96S, meaning 96 groups of cells in series. Other than the 62 kWh pack, all Leaf packs consist of 48 modules each with 4 cells in a 2S2P configuration (two cells in a parallel group, two of those groups in series), so all of the modules are connected in series. Other than the earliest packs, the modules are stuck together in pairs (but still electrically separate), so there are 24 pairs of modules that are easiest to leave in pairs.

The 62 kWh pack has three different sizes of modules, still connected as 96S, but 96S3P (96 groups of 3 cells each, or 50% more cells of about the same size as the cells in the 40 kWh pack).

So there are no 48-cell or 62-cell Leaf packs. Other than the 62 kWh packs, they all have 48 modules.
 

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Ok, that helps. I plan on splitting them up, the rear area is actually pretty spacious but I'm not sure how much weight can go back there.
I suppose I could put the charge controller and inverter in the rear but that means running coolant hoses the length of the car which I'd like to avoid.
You want the inverter intimate with the motor for a number of electrical engineering reasons. Putting it in the trunk, 10-12 feet away, is a bad idea.

Charge controller remoting is fine.
 

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You want the inverter intimate with the motor for a number of electrical engineering reasons. Putting it in the trunk, 10-12 feet away, is a bad idea.
I agree, but strangely some Toyota AWD hybrids apparently have the inverter for the rear motor located with the front inverter, in front. Still to be avoided, especially if you're splitting the battery into two packs so you can just put fewer where the inverter is going and more in the other location.

Charge controller remoting is fine.
The DC-to-DC converter can be anywhere, too... the high voltage cable for the relatively low power is small.
 
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