Joined
·
7 Posts
This is my first post, although I have been working on my EV conversion for about a year now (on and off, some weekends more than others). This post will get the last year documented.
The donor is a 1969 Volkswagen Type 3 Fastback. It ran questionably with the original 1600cc pancake engine (one of the first fuel injected VWs). It had timing/fuel line issues, so I was able to get it fairly cheap. I drove it about 4 miles before it sputtered to a stop, and I had to call a tow for the remaining 11 miles. It has an automatic transmission, and I may be called daft (via my English friends) for attempting this but I need to try the stock setup before I go about finding a standard donor. The auto trans is more weight than a standard, but the T3 is one of the best layouts for battery placement (ie. weight distribution).
07/26/2008: The internal combustion engine was removed.
08/13/2008: ICE and FI sold to another fastback owner.
10/30/2008: First dealing with Wilderness EV. As many problems as I had with them, I realized I get what I pay for. For much less $ than a custom-designed shaft-coupler and adapter plate, I have something to start on which I can customize myself.
11/15/2008 - 12/14/2008: Removed body panels, seats, steering column... RUST MUST BE STOPPED!
03/02/2009: BBB tells me that Wilderness EV failed to respond to their inquiries regarding undelivered and "backordered" Westach amp gauge - my last dealing with Wilderness EV.
03/07/2009: Cut super-struts to straddle old ICE mounts and create electric motor support. This will also provide structure to support controller and some batteries if needed.
04/04/2009: Removed starter motor. Started dismantling of torque converter to remove drive rings for building customized shaft coupler for automatic transmission. New coupler will use these three gears to drive ATF pump, turbine and clutch.
04/29/2009: Ed's Welding (Van Nuys) removed old clutch gear from Wilderness coupler and precision welded triple-gearing to new auto coupler.
05/30/2009: Rust-treated steel adapter plate. Worked a bit on front battery box. Front compartment could hold 120V worth of LiFePO4. Weight distribution will be less concern with power up front and drive in back.
06/13/2009: Started cutting coupler 1/4" to allow motor to fit.
The donor is a 1969 Volkswagen Type 3 Fastback. It ran questionably with the original 1600cc pancake engine (one of the first fuel injected VWs). It had timing/fuel line issues, so I was able to get it fairly cheap. I drove it about 4 miles before it sputtered to a stop, and I had to call a tow for the remaining 11 miles. It has an automatic transmission, and I may be called daft (via my English friends) for attempting this but I need to try the stock setup before I go about finding a standard donor. The auto trans is more weight than a standard, but the T3 is one of the best layouts for battery placement (ie. weight distribution).
07/26/2008: The internal combustion engine was removed.
08/13/2008: ICE and FI sold to another fastback owner.
10/30/2008: First dealing with Wilderness EV. As many problems as I had with them, I realized I get what I pay for. For much less $ than a custom-designed shaft-coupler and adapter plate, I have something to start on which I can customize myself.
11/15/2008 - 12/14/2008: Removed body panels, seats, steering column... RUST MUST BE STOPPED!
03/02/2009: BBB tells me that Wilderness EV failed to respond to their inquiries regarding undelivered and "backordered" Westach amp gauge - my last dealing with Wilderness EV.
03/07/2009: Cut super-struts to straddle old ICE mounts and create electric motor support. This will also provide structure to support controller and some batteries if needed.
04/04/2009: Removed starter motor. Started dismantling of torque converter to remove drive rings for building customized shaft coupler for automatic transmission. New coupler will use these three gears to drive ATF pump, turbine and clutch.
04/29/2009: Ed's Welding (Van Nuys) removed old clutch gear from Wilderness coupler and precision welded triple-gearing to new auto coupler.
05/30/2009: Rust-treated steel adapter plate. Worked a bit on front battery box. Front compartment could hold 120V worth of LiFePO4. Weight distribution will be less concern with power up front and drive in back.
06/13/2009: Started cutting coupler 1/4" to allow motor to fit.