Other than blowing your budget that sounds like a superb plan
i actually get a little lucky with this, the gas tank sits on top of the frame rails and the motor will be entirely under the rails, in a similar location to the stock diff although hanging out the back moreThe Tesla Model S/X drive unit places the motor behind the axle, and that's where the fuel tank is. This could be a packaging challenge, depending on the orientation of the battery modules. The overall plan seems workable, but a realistic look at how everything would go together would be required.
Right - I forgot about that detail from the last C3 discussion. It would be good to put a module under that tank level - mass up high is bad.i actually get a little lucky with this, the gas tank sits on top of the frame rails ...
think so, did some quick and dirty cad work and the vast majority of the two packs can fit under the hood as a fake V8, with another long module or two going down the transmission tunnel since there's room, then a final 2 or 3x short modules taking up the gas tankAre you sure you have enough room for two full Volt packs? I love those batteries, I have most of one pack in my car, but they are bulky and heavy compared to Telsa modules. Two full Volt packs will run 720-ish pounds. A little shy of twice as much as equivalent Tesla modules. Volumetrics are similar.
the plates are easy but you have to design your entire battery box architecture around including those chill plates in the right locations, and bolting the batteries to them in the right orientation etc.Flat coolant plates are easy to make
I made one for my controller - all you need is a thick aluminium plate and drill some long holes with liquid connectors
The actual Chevy ones will be lighter and cheaper for them to make - but we can easily make something that does that job
I assume that you're referring to the use of the final drive (diff) case as structure. Some sort of framework could probably be built, but most people would probably just do a conversion from the leaf spring to coils (coil-over shocks).Problem is, the leaf spring in the stock c3 uses the diff itself as a central suspension member! Not sure how to adapt that to the model S motor?
There have been others, but the Leaf is the only common modern EV without liquid cooling, and the only one without active cooling (there have been some with forced air).As far as I know only the Nissan Leaf does NOT have liquid cooling...
Yes, and they're the only ones as far as I know. Even Rivian's pack design for their proposed pickup and SUV use plates under the modules... and they even use cylindrical cells like Tesla.the Volt and tesla packs have cooling chill plates essentially baked into their form factor
I think that's a good question. The Bolt seems obvious, but has the same problem as other mainstream EVs: with 60 kWh pack capacity and the modules all in series, using a fraction of the pack which fits in a conversion means getting a fraction of the operating voltage. That might work out well for brushed DC motors and aftermarket motors intended for industrial vehicles (e.g. the HPEVS AC series), but is a concern for salvaged EV motors that are designed for the voltage of a full 96S pack.Is something else going to "replace" the Volt packs?