A 1970 500L and a recent 500 are related only in name - they're completely different vehicles. Yes, buying a used modern EV is more practical than converting anything, but the 500E is no more suitable as a substitute for converting a classic 500 than any of the other small EVs; a Mitsubishi i-MiEV might be the most similar to the old 500L.Why not just buy a 500e? They're a lot cheaper than converting an ICE one.
Is the IPM 200 series brochure the data sheet that you are using? If not, do you have a link to what you found, or do you only have it on paper?... a Dana TM4 IPM 200-50 low voltage permanent magnet ac motor. Performance wise the motor is apparently capable of 20kW peak power at 96 volts. The only data sheet I can get from Dana shows its performance at 48 volts with a corresponding peak power output of 16kW with a peak current draw of 450 Arms
The torque of 69 Nm will be with the maximum allowed current (presumably 450 ARMS), regardless of voltage - the supply voltage will just determine how fast the motor can run before the battery can no longer push that allowed current through the motor. That is instantaneous torque; the S2 (short duty cycle) torque that can be maintained for 30 minutes is less than half that, but the period meaningful to a car is less than a minute (of acceleration) to a few minutes (of hill climbing), so the IPM 200-50 might be a good match with the same gearing, given 96 volts from the battery.Torque is 70 Nm at 48 volts. For comparison, the ICE powered performance figures for the 650ccengine version are 24bhp (18 KW) and 41 Nm torque. I am pretty happy therefore that the Dana motor should be adequate to at least match or improve on the ICE performance.
Is the IPM 200 series brochure the data sheet that you are using? If not, do you have a link to what you found, or do you only have it on paper?
The 450 ARMS value may be the limit of the inverter used for testing, rather than of the motor itself, but it seems reasonable to take it as the motor's limit.Yes, that is the, correct data sheet.
The 450Arms will be the peak current draw.
You could approach that from a different direction, choosing the battery's required energy capacity for the desired range, then choosing any battery amp-hour capacity and voltage that delivers at least that at a voltage at least high enough to be able to produce the target power.My initial calculations for a vehicle range of 60 miles based on 100Ahour batteries suggests 72volt battery pack, so I am looking at 10 modules of second life Nissan Leaf Gen 2 batteries as that pack in series will give me the voltage required and fit neatly into the space vacated by the fuel tank. I can probably accommodate another 1 or 2 modules so can get the voltage up to 96 volts.
Alberta... where there are no provincial subsidies for EVs, and most of the electricity is generated by burning natural gas and coal, so there aren't many EVs (a few thousand).BTW which part of Canada are you in?
In some ways, yes. But winter range of EVs is only moderately reduced. If average power consumption by a car during use is 10 kW (20 kWh/100 km and 50 km/h average speed) then even 2 kW of heater operation is a 20% range hit.^ Canada's Texas in many respects.
Except cold AF....probably would spend more on battery heater energy than running a V10 F-350 in the dead of their winter.
I haven't seen a vehicle in a driveway or parking lot plugged in for years, and some of them are diesels. I don't think cold weather starting is much of an issue for light-duty diesels in recent decades. Decades ago employee parking lots would routinely have block heater outlets, but I don't think anyone builds lots with them any more. Of course now some joker would try to charge their EV from them...Notice, I didn't say diesel...they won't start in winter unless they're plugged in, so they are plug-in hybrids, sorta 😂
They will be common in VW EVs, and may be found in other vehicles. They contain 24 of the LG Chem LGX E78 pouch cells, in a 12S2P configuration. These are probably the VDA 590 size format... which means that they are 590 mm long, possibly making it difficult to find a suitably-sized space in a classic Fiat 500L.... have you considered the VW ID3 Battery
Small size an god energy.
... this thread is not about Alberta weather. So just to clarify, then hopefully move on...ScobiBTW which part of Canada are you in?
This comment was not intended to precisely define the power requirement for EV heating, but the 2 kW value is reasonable.If average power consumption by a car during use is 10 kW (20 kWh/100 km and 50 km/h average speed) then even 2 kW of heater operation is a 20% range hit.