I've made some progress over the last few weeks, some photos are attached. The adaptor plates for the propshaft have been made and the motor mount has been tacked in place. The Bentley propshaft is the perfect length and fits really nicely in the transmission tunnel, if a little snug! It's nearly twice the diameter of the original one! The only snag that I have hit with the drivetrain is that the gear that I was planning to use to go from the motor splines to the propshaft flange is proving impossible to drill. Everything else is ready to be bolted together.
The options I have for the gear are
-try to anneal the gear and then reharden after drilling. Someone also suggested trying to 'soften' the spots where I need to drill using a welder or similar. Might be worth a try before I give up on it.
- find some special tooling that will drill the hardened steel
- get a new part machined from scratch that has the correct spline
- find another off the shelf (wheel hub, clutch plate etc) part with the same spline
- check the Enova gearbox output flange to see if that has the same splines 9for some reason I haven't done this yet!)
I also bought a electronic throttle pedal from a Rover 75 to give me the 0-5V input I need for the inverter. It was an early electronic throttle that had a seperate pot connected to the pedal with a linkage. I'm planning to use the Cappuccino's original pedal and mount the pot from the Rover pedal in the engine bay and actuate it with the original cable from the Cappuccino.
The car should be going off to the welders this week to have the floor and sills sorted. Once it is back hopefully I will be able to get the motor connected to the wheels
On another note, I have been looking into the BMS options for the battery pack. I'm planning (at least initially) to use the passenger seat space for the battery pack. This means that I can fit the full pack in fairly easily (28 blocks of 3s16p giving a total pack of 84s16p 310V 21.8 kWh nominal). I don't really want to spend a fortune on an all singing all dancing BMS and I'm not sure that I need it. I should have more than enough capacity for my needs so my plan is to limit the charge voltage to something like 4.15V per cell. I will then monitor individual cell voltages with a HV (4.2V) and LV (2.75V?) cutoff. I'm looking at the Zeva 8 cell battery monitors to do this (http://www.zeva.com.au/index.php?product=125
). In addition to this I will have an Ah meter such as the JLD404 to use as a 'fuel' gauge. Any thoughts on this approach? I know there are a lot of different opinions on this topic! As far as I can tell as long as I balance the cells before they are assembled and stop any cell from going over 4.2V whilst charging and under 2.75V whilst discharging then I should be good. I may loose a bit of range as cells become slightly unbalanced but I should have enough extra capacity to cope.