What's the ideal classic EV conversion candidate car?
Discussion
I think it's a crime to replace a multi-cyl engine in cars like AM and Jags. OK for Fiat 500s.
my candidate would be a Defender. rarely appreciated for its engine!!
Vintage Voltage did one, but retained the centre diff as the user wanted real off road performance. I think it far better to make it 2 wheel drive and rely on the tyres for running over the occasional field, or maybe a motor for each axle and a simple 4wd system. plenty of space for batteries, this would satisfy 75% of most Landie owners needs.
my candidate would be a Defender. rarely appreciated for its engine!!
Vintage Voltage did one, but retained the centre diff as the user wanted real off road performance. I think it far better to make it 2 wheel drive and rely on the tyres for running over the occasional field, or maybe a motor for each axle and a simple 4wd system. plenty of space for batteries, this would satisfy 75% of most Landie owners needs.
CABC said:
I think it's a crime to replace a multi-cyl engine in cars like AM and Jags. OK for Fiat 500s.
my candidate would be a Defender. rarely appreciated for its engine!!
Vintage Voltage did one, but retained the centre diff as the user wanted real off road performance. I think it far better to make it 2 wheel drive and rely on the tyres for running over the occasional field, or maybe a motor for each axle and a simple 4wd system. plenty of space for batteries, this would satisfy 75% of most Landie owners needs.
That's how I looked at doing an old Range Rover, ditch absolutely everything and put the motor into the rear diff. You shed a huge amount of weight and also nearly all the noise. my candidate would be a Defender. rarely appreciated for its engine!!
Vintage Voltage did one, but retained the centre diff as the user wanted real off road performance. I think it far better to make it 2 wheel drive and rely on the tyres for running over the occasional field, or maybe a motor for each axle and a simple 4wd system. plenty of space for batteries, this would satisfy 75% of most Landie owners needs.
Most of the classic conversions retain the gearbox everything past it to save money and possibly DVLA points but as long as you can keep 3 points from the suspension and steering that shouldn't be a problem.
Seriously unusual candidate, and pretty cool idea:
It appears to still have a manual gearbox but I am confused at how that could operate
https://www.autoscout24.com/offers/bmw-520-electri...
It appears to still have a manual gearbox but I am confused at how that could operate
https://www.autoscout24.com/offers/bmw-520-electri...
ZesPak said:
jinba-ittai said:
A little sacrilegious given the engine they have, but Maserati Quattroportes look great and are really cheap!!
A LITTLE.
Having been in one and driven it on multiple occasions, the engine is the single redeeming factor of the car
.
ZesPak said:
DonkeyApple said:
Could you transplant it into a Tesla?
Afraid the layout won't let you, isn't there a youtuber who V8-ed a Tesla?DonkeyApple said:
I believe someone has stuck an LS in one. If you're taking the EV drivetrain out for the Maserati then it seems equally sensible to drop the Maserati engine into the Tesla. Why have just one car that will annoy annoying people when you can have two?
Tbf, even left alone both the Masser and the Tesla annoy plenty of people.True but with the Maserati it's mainly the current owner who's trying to use it.
I had Elton John's Quattroporte in my barn for a year or so u til it recently sold. Lovely car but completely Bella Figura, Classic Italian, if a stranger can't see it then it can be a pile of steaming crap. All that matters is what strangers see and think. The veneer of quality was thinner than an MFI kitchen. But that engine would need to find a home if one was going to be converted to an EV.
I had Elton John's Quattroporte in my barn for a year or so u til it recently sold. Lovely car but completely Bella Figura, Classic Italian, if a stranger can't see it then it can be a pile of steaming crap. All that matters is what strangers see and think. The veneer of quality was thinner than an MFI kitchen. But that engine would need to find a home if one was going to be converted to an EV.
They have finished the Teslarossa now:
https://www.youtube.com/watch?v=gS94UGrMXqA
I am a total convert. Don't get me wrong, I have had my fun in sportscars I've owned but the more I see and use EVs, the more "converted" I become. The Teslarossa just cements the deal.
In the previous ep, he mentions how the weight balance is improved albeit at a slight sacrifice in total weight. He's also replaced the original wheels, which have hard-to-find tyre sizes, with move conventional ones that fill the wheel arches better. I'm not normally a fan of huge wheels but I think they do look appropriate in this case.
Have to be honest though, the Ferrari flat-12 has never been a fav of mine. It's not a boxer and in the Testarossa sat on top of the gearbox, all of which was an engineering compromise. If they converted a Countach I'd question why for sure, as the desirability of it's shape and engine/gearbox are more equal IMO but I actually think the Ferrari conversion here is bloody great. Better weight distribution, lower CoG, more torque and power.
I've read through the rest of the thread and I think the best suggestions are the Delorean and any Rolls Royce.
https://www.youtube.com/watch?v=gS94UGrMXqA
I am a total convert. Don't get me wrong, I have had my fun in sportscars I've owned but the more I see and use EVs, the more "converted" I become. The Teslarossa just cements the deal.
In the previous ep, he mentions how the weight balance is improved albeit at a slight sacrifice in total weight. He's also replaced the original wheels, which have hard-to-find tyre sizes, with move conventional ones that fill the wheel arches better. I'm not normally a fan of huge wheels but I think they do look appropriate in this case.
Have to be honest though, the Ferrari flat-12 has never been a fav of mine. It's not a boxer and in the Testarossa sat on top of the gearbox, all of which was an engineering compromise. If they converted a Countach I'd question why for sure, as the desirability of it's shape and engine/gearbox are more equal IMO but I actually think the Ferrari conversion here is bloody great. Better weight distribution, lower CoG, more torque and power.
I've read through the rest of the thread and I think the best suggestions are the Delorean and any Rolls Royce.
Probably already been said, but any classic where the engine isn't the star...rolls Royce, Bentley, any uber-saloon wafty type car.
All would benefit from a near silent propulsion system to compliment the tonnes of existing sound deadening and probably give it a boost in off the line zip.
I don't know how how much a 6.75 RR engine and box weighs, but that's a fair chunk of battery capacity I'm sure!
All would benefit from a near silent propulsion system to compliment the tonnes of existing sound deadening and probably give it a boost in off the line zip.
I don't know how how much a 6.75 RR engine and box weighs, but that's a fair chunk of battery capacity I'm sure!
ZesPak said:
Another benefit there is that you're often ditching antiquated torque-converters or automated manuals.
Not yet. Most of these conversions involve direct engine replacement via an adapter plate onto the gearbox. Which is a shame. Keeping something like an old torque converter in the drivetrain is a bit mad considering the enormous energy losses (15-20%?) but there must be a cost reason why they don't rip the guts out of a manual gear box case and just put a shaft straight through?
With a transverse engine conversion I think they tend to retain the gearbox because it contains the diff? With an inline mounted engine, I'm not sure why other than cost. You still need some form of gearing between the motor and the wheels and maybe relying on a diff at the end of a long pole isn't sensible given the rpm?
Ideally, what you want is the electric motor to be built into the original bell housing and gearbox case alongside the single gear required for then running the driveshaft to the rear diff. You want to use an axial flux motor instead of the big radial so that your entire power unit and required gearing is inside the old gearbox section of drivetrain. This then leaves you free to distribute the batteries front and rear with less compromise.
If we think just how many wafting classics used either the Torqueflite or ZF4 slushpumps but had engines that were made to be as much like an electric motor as possible then an axial motor, gearing and ECU built into their housings for simple plug and play conversion would be really cool.
I think the main reason for retaining the gearbox is simplicity, with the benefit it could ease the mismatch between the existing diff ratio and ideal ratio for the electric motor. It is possibly also an attempt to improved the DVLA points rating to retain identity.
I have been contemplating converting either a Merc 190 or 1st generation C Class, as mentioned earlier, removing both the heavy turbo diesel engine and automatic gearbox would allow a decent volume of batteries, without increasing the axle masses. Ideally I would also replace the differential with 2 compact motors and gain a simple LSD at the same time.
I have been contemplating converting either a Merc 190 or 1st generation C Class, as mentioned earlier, removing both the heavy turbo diesel engine and automatic gearbox would allow a decent volume of batteries, without increasing the axle masses. Ideally I would also replace the differential with 2 compact motors and gain a simple LSD at the same time.
DonkeyApple said:
ZesPak said:
Another benefit there is that you're often ditching antiquated torque-converters or automated manuals.
Not yet. Most of these conversions involve direct engine replacement via an adapter plate onto the gearbox. Which is a shame. Keeping something like an old torque converter in the drivetrain is a bit mad considering the enormous energy losses (15-20%?) but there must be a cost reason why they don't rip the guts out of a manual gear box case and just put a shaft straight through?
With a transverse engine conversion I think they tend to retain the gearbox because it contains the diff? With an inline mounted engine, I'm not sure why other than cost. You still need some form of gearing between the motor and the wheels and maybe relying on a diff at the end of a long pole isn't sensible given the rpm?
Ideally, what you want is the electric motor to be built into the original bell housing and gearbox case alongside the single gear required for then running the driveshaft to the rear diff. You want to use an axial flux motor instead of the big radial so that your entire power unit and required gearing is inside the old gearbox section of drivetrain. This then leaves you free to distribute the batteries front and rear with less compromise.
If we think just how many wafting classics used either the Torqueflite or ZF4 slushpumps but had engines that were made to be as much like an electric motor as possible then an axial motor, gearing and ECU built into their housings for simple plug and play conversion would be really cool.
Unfortunately, if we're talking slush-box autos, I don't know how the lubrication works if you remove the torque converter.
But I'm going to think about it a bit more - torqueflight + zf4 would cover most barges, isn't there a borg-warner auto that was around in the 80's / 90's ?
What sort of power would you think adequate? I'd say 200 kW should be ok for a luxo-barge.
Gassing Station | EV and Alternative Fuels | Top of Page | What's New | My Stuff