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Discussion Starter · #1 ·
Hello everyone! I wanted to introduce my project. I am going to create a Hybrid Conversion using the transmission from a BMW 330e that can be mounted behind almost any ICE through the use of an adapter plate. I believe this will make EV conversion accessible and more attractive to a much wider demographic.

This transmission has an electric motor integrated to the ubiquitous 8hp transmission from ZF. The motor in this application is rated at 65kw but that is limited by the size of the battery pack. The same motor in the 530e is rated at 85kw thanks to one additional battery module.

I've chosen this unit for several reasons that I'd like to outline here:
1: Availability - This transmission is offered in multiple configurations and applications across several OEMs. RWD, AWD, and 4WD are all available and Mid-Engine may be available soon.
2: Cost - The bulk of any EV conversion expense is tied into the battery pack. A hybrid conversion would allow substantial cost savings as the battery size requirements are significantly lower.
3: Cool factor - Nobody has done a hybrid of this type that I'm aware of.
4: Flexibility - No more range anxiety! I am aware that current battery packs are allowing people to drive further and charging stations are getting faster but there are still limits.
5: Packaging - Because the motor is integrated with the transmission this unit can be installed into almost any application, similar to the popular GS450h swap.
6: Future use - The next generation of this gearbox (due in 2022 or 2023) will have all power electronics integrated.

This transmission can also be used as a pure EV swap with the appropriate battery pack.
At this point I have the transmission, a 3rd generation Prius inverter, the Zombieverter from evbmw.com, and the GCU from HTG Tuning. My goal is to run the hybrid on the bench and then work backwards to create a single controller and inverter package for this transmission. This "should" be able to plug in to any 8hp dedicated hybrid transmission regardless of OEM which would further simplify the build.

I look forward to sharing my progress with you all!
 

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Discussion Starter · #5 ·
sounds ambitious, what battery pack do you plan on using? I ask because I have a BMW 530e battery pack
No pack yet as I can't justify the $$ until it's working. Using a bench power supply. I'll probably use the 530e pack with simp bms once I know it all works. If you're in Florida I might be willing to pick it up though....
 

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Discussion Starter · #6 ·
Super cool! So are you using an M V8 or what??
No engine decided yet. The thought was to get an adapter for ls1 or coyote and make a kit but it could be put behind any engine. Added benefit is that it doesn't need a flywheel. The trans has an additional vibration dampener built into the separation clutch and the e-motor can be used as a starter. The stock application has a dual mass flywheel which could also be adapted to the crank flange of any engine if needed.
 

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5: Packaging - Because the motor is integrated with the transmission this unit can be installed into almost any application, similar to the popular GS450h swap.
I think that you mean almost any application which was built for a longitudinal engine and transmission, which is a small fraction of current production vehicles but still very common.
 

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Discussion Starter · #12 ·
Little more progress in the last few days. Managed to fry a LIN transceiver (my fault) on the Zombieverter so I'm patiently waiting for a replacement. Wired most of the connections to the Zombie as well and just about finished up with the GCU. Just waiting on the mail to deliver some additional pins and the shunt and then we should be ready to turn it on. First step is going to be the solenoid test on the transmission to make sure the GCU is communicating and that it's worth going forward. Then I'll test all the 12v and safety circuits before running the FOC tuning to get the motor spinning.

Major challenges at had are going to be determining which solenoid configuration runs the separator clutch and how the auxiliary oil pump in the transmission is controlled. I think it's going to be single wire CAN but without a control module, I'm not sure where to start there. Fortunately, the main oil pump is chain driven off of the electric motor so it doesn't appear to be critical at this time.

The fun stuff is about to start.



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