kernowsvenski said:
In all seriousness, have you any thoughts on how the increased power/torque will affect things like the IRD, VCU, diff and the various UJs?
Click to expand...
The Gen 1 Leaf motor and inverter gives a maximum torque of 254Nm from 0 to 3000 RPM. The torque then drops off as motor speed increases to a maximum of 10500 RPM.
It's most efficient at around 5000 RPM, when it'll achieve 95% efficiency, at 150Nm torque output.
The Leaf motor never makes the same torque or power as the TD4 (260Nm), so the drive line components shouldn't be effected at all.
The way electric makes the torque and when is different to an ICE, as electric doesn't need RPM to make torque, so can supply maximum torque from 0 RPM, which of course an engine can't achieve at all.
The other advantage to electric is the motor can spin at twice the speed of a flat out TD4, so lower gearing can be used gain back some torque, and still give good high vehicle speeds.

I'm looking forward to seeing it working in the real world.
 
Nodge68 said:
The Gen 1 Leaf motor and inverter gives a maximum torque of 254Nm from 0 to 3000 RPM. The torque then drops off as motor speed increases to a maximum of 10500 RPM.
It's most efficient at around 5000 RPM, when it'll achieve 95% efficiency, at 150Nm torque output.
The Leaf motor never makes the same torque or power as the TD4 (260Nm), so the drive line components shouldn't be effected at all.
The way electric makes the torque and when is different to an ICE, as electric doesn't need RPM to make torque, so can supply maximum torque from 0 RPM, which of course an engine can't achieve at all.
The other advantage to electric is the motor can spin at twice the speed of a flat out TD4, so lower gearing can be used gain back some torque, and still give good high vehicle speeds.

I'm looking forward to seeing it working in the real world.
Click to expand...
This is all fascinating stuff. I too am lookig forward to seeing the project come to full fruition.
 
Nodge68 said:
It'd be interesting to get it on a weigh bridge to see what the actual weight is.
I'm thinking it'll be a bit lighter at the front, and a bit heavier at the rear. If you're lucky, it'll give a nice 50/50 balance.
Click to expand...
I'm not sure what weight a TD4 engine is with all it's ancillary's but it was bloomin heavy to remove and pull around the garage. :eek:
I have 10 modules under the bonnet each weighing around 11kg plus the motor which is around 45kg plus the steel frame, altymotor and PS pump, Inverter and charger so maybe 250kg???
It might not be as light at the front as I thought but will be significantly heavier at the back.
 
Nodge68 said:
The Gen 1 Leaf motor and inverter gives a maximum torque of 254Nm from 0 to 3000 RPM. The torque then drops off as motor speed increases to a maximum of 10500 RPM.
It's most efficient at around 5000 RPM, when it'll achieve 95% efficiency, at 150Nm torque output.
The Leaf motor never makes the same torque or power as the TD4 (260Nm), so the drive line components shouldn't be effected at all.
The way electric makes the torque and when is different to an ICE, as electric doesn't need RPM to make torque, so can supply maximum torque from 0 RPM, which of course an engine can't achieve at all.
The other advantage to electric is the motor can spin at twice the speed of a flat out TD4, so lower gearing can be used gain back some torque, and still give good high vehicle speeds.
Click to expand...
I knew I could rely on you to pull out the numbers Nodge. Thanks mate :p
Nodge68 said:
I'm looking forward to seeing it working in the real world.
Click to expand...
kernowsvenski said:
This is all fascinating stuff. I too am lookig forward to seeing the project come to full fruition.
Click to expand...
Me too guys. I was playing with it on Sunday and pulling away in 3rd is definitely do-able if a little slow so I'll probably end up using 2nd and 3rd most of the time for town driving and 4th on motorways.

BTW Chademo DC charging is on the to-do list so road trips may not be so hard after all. :eek:
I also have found information on how to control the Nissan Leaf heater so watch out for that. ;)
 
Alibro said:
As you know John I've already weighed the good car so now I have most of the heavy stuff installed maybe I should get the scales out again. ;)
Click to expand...

You should Ali. It'll interesting to see how much its put on going electric.
I'm guessing you've removed about 200kg in ICE stuff, but obviously put in a lot of batteries back in.
 
Nodge68 said:
You should Ali. It'll interesting to see how much its put on going electric.
I'm guessing you've removed about 200kg in ICE stuff, but obviously put in a lot of batteries back in.
Click to expand...
The way I weighed it is unorthodox and probably not very accurate but it gave me a figure to compare against.
I'll try to sort this over the weekend. ;)
 
You probably won’t do the mileage to seriously worry the transmission, but if there were any other reason to open up the gearboxes, then I’d fit upgraded steel caged bearings (if they’re not already - they do tend to be on TDi engines)
 
rob_bell said:
You probably won’t do the mileage to seriously worry the transmission, but if there were any other reason to open up the gearboxes, then I’d fit upgraded steel caged bearings (if they’re not already - they do tend to be on TDi engines)
Click to expand...
I have a spare gearbox so I'm not too concerned. ;)
 
rob_bell said:
You probably won’t do the mileage to seriously worry the transmission, but if there were any other reason to open up the gearboxes, then I’d fit upgraded steel caged bearings (if they’re not already - they do tend to be on TDi engines)
Click to expand...
The TD4 Getrag box doesn't suffer main shaft bearing failure like the PG1 box.
 
For those curious to know the weight of the car it is approx 1670kg
I'll be posting a video in due course but suffice to say the front is around 50kg heavier and the rear is approx 150kg heavier.
Note I'm not 100% certain these weights are accurate but I weighed the car using the same method both times so the comparison should be close. ;)
 
I still have to refit the bumper bar, wings, bumper, under tray etc but they are all very light so I added around 20kg to allow for them. Other things will probably add up to maybe 30kg or 40kg so it should end up under 1700kg. That is around the weight of two or three adults ADDED so not too bad.
 
Last edited:
I've just watched this video.
It's not Freelander related, but is an informative watch all the same.
I'm all for this kind of stuff for a greener future.
 
Nodge68 said:
I've just watched this video.
It's not Freelander related, but is an informative watch all the same.
I'm all for this kind of stuff for a greener future.
Click to expand...

So many great arguments for this type of conversion but for me the idea of reusing an old truck that needs an engine rebuild anyway makes this the ultimate 'Green Transport' Soo much better than building new as far as carbon footprint is concerned.
And the inevitability that batteries will continue to improve over the years just reinforces the argument for this kind of setup.
I'm not saying it is suitable yet for every situation but in the future this or some evolution of it will be.
 
Alibro said:
So many great arguments for this type of conversion but for me the idea of reusing an old truck that needs an engine rebuild anyway makes this the ultimate 'Green Transport' Soo much better than building new as far as carbon footprint is concerned.
Click to expand...

I wish there was more incentive for small companies to make EV conversion kits for normal vehicles, and of course Freelanders.
I'd love my FL2 to be electric powered, but the electronics would make it very difficult to do. The mechanics on the other hand wouldn't be any more difficult than the FL1, only with more space in the vehicle.
 
Nodge68 said:
I wish there was more incentive for small companies to make EV conversion kits for normal vehicles, and of course Freelanders.
I'd love my FL2 to be electric powered, but the electronics would make it very difficult to do. The mechanics on the other hand wouldn't be any more difficult than the FL1, only with more space in the vehicle.
Click to expand...
I'm looking forward to a while-you-wait conversion service for the FL1. A nice drive up to the north west, followed by a quick ferry hop to Belfast, then a couple of days sight seeing in NI whilst some genius does the conversion (with no complicated electronics stuff that would be needed on the FL2) and then be on my way home.
 
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