Trunk AreaHood AreaCharger Plug-in
OwnerMike Nickerson
LocationMiddleton, Idaho US map
Web/EmailWebPage email image
Vehicle1993 Honda del Sol
MotorAdvanced DC FB1-4001A Series Wound DC
Motor is reverse rotation due to Honda
transmission. Motor
has been set to reverse timing to
compensate.
DrivetrainAdvanced DC 9" Series DC. Fed by ThunderSky
LiFePO4
cells and a Kelly controller.
ControllerKelly KDH14100D
Batteries45 Thunder Sky TS-LFP100AHA , 3.20 Volt, Lithium Iron Phosphate
System Voltage144 Volts
ChargerElcon PFC 2000+
144v charger. Draws 15A on 120V, 10A on
240V.
Automatically switches between 120/240VAC.
This allows
me to charge at 220V at home and 110V at
work.
HeaterMES DEA RM4 (finally installed and working!)
DC/DC ConverterElcon 132-168V
InstrumentationEV Works Fuel Gauge Driver
Digital Voltmeter
Digital Ammeter with capacitive decoupling
circuit from Lee
Hart.

Thermistor in motor driving temperature
gauge on dash
Top Speed75 MPH (120 KPH)
AccelerationGood in 2nd. A little doggy in 3rd.
Clutchless conversion
means waiting 3-4 seconds for motor to slow
before
shifting.
Range55 Miles (88 Kilometers)
(estimated at 60 mph in 3rd gear)

I have driven 46 miles and still had range
left.
Watt Hours/Mile250 Wh/Mile
Average Wh/mile on my commute. 23 miles
each way with
3/4 highway and 1/4 stop/go traffic as I
enter the city.
Measured at the wall, so battery Ah would be
10-
15% less.
EV Miles
Start:204,771 Miles (329,476 Kilometers)
Current:234,824 Miles (377,831 Kilometers)
Total:30,053 Miles (48,355 Kilometers)
 
    As of 8/28/2018
Seating Capacity2 adults
Curb Weight2,550 Pounds (1,159 Kilograms)
Original vehicle was 2300 lbs, removed 250
lbs and added 500
lbs.
TiresPirelli Extra LRR tires (P6 Four Seasons
Plus)
Conversion Time150 hours
Conversion Cost$14,600
Additional FeaturesThe original fuel gauge, tachometer, speedometer, and temp
gauges work. I built a tach sending unit with a hall-effect
sensor on the auxilliary shaft of the motor.

Temp gauge is wired to thermistor in motor sized to match
original temperature sending gauge.

Idaho License Plate: LIFEPO4

[March 2010]
Just installed new struts and a manual steering rack.

[April 2010]
I've sold my Paktrakr 800 and EV Dashboard
WebPage />
[May 2010]
Installed an EV Works Fuel Gauge Driver, an Elcon 2000+ charger
and a MiniBMS.

[Jul 2010]
del Sold.

[Aug 2010] (new owner)
Added DC-DC converter switched by main contactor so it's only
on when ignition is on. Realized later that this means DC-DC
converter is slowly draining pack through pre-charge resistor.

[Nov 2010]
Currently rewiring to add solid state relay for heater and DC
Converter and bring BMS and AC relay inside a metal box.
Wiring twist-lock receptacle under fuel filler door. Creating
adapter cords for 120V/20A and 240V/20A.

[April 2011]
Wiring is finished and car is back on the road. Still don't
have heater installed though. All other wiring is complete.
DC-DC Converter and heater power are
now switched by solid-state relay. DC-DC Converter has
in-rush limiters.

[July 2011]
Finally got the 240V outlet wired in the shop. Now charging at
240V! The Elcon charger fan runs noticeably faster at 240V. I
also have a kWh meter on the 240V outlet so I can start
collecting wh/mile metrics again.

Finished installing the digital meters. They have transformer
boards to use 150V as their power input. I figure this lessens
the chance of blowing meters. The current shunt is on the
positive side of the pack so I made up a capacitive coupling
circuit from Lee Hart's description on EVDL. This protects the
50mv input of the meter from any chance of getting 150V.

[December 2011]
Finally got the heater installed. Mornings have been very
chilly! Still working on a final solution to battery heat.
LiFePO4 batteries sag more when cold and this affects
performance.

I'm going with Hydor Hydrokables as battery heaters. These are
designed for lizards in terrariums. They seem to have a
maximum temperature of 105F.
Hydor also has a thermostat which regulates by cutting AC
power. Adding boxes of 1/2" foam and 1/4" plywood. That's all
I can fit in.

[April 2011]
The heaters and battery boxes are finally installed and car is
back on the road again. This required rearranging the cells
under the hood and getting everything packed under the hood
again.

[December 2013]
Finally got the heaters plugged into 120V. There is a
receptacle under the gas flap next to the main charger input
for a standard PC pigtail. That is then wired to outlets for
each of the 3 heaters.

[January 2014]
New EVSE installed at work that requires J1772. No Level 1
charging is supported there now. Bought a J1772 adapter from
Tucson EV. It works great and I'm now charging 220V at home
and work. Was surprised to learn that my controller only
charges at 1.64 kW on 220V. I thought it would be 2.2kW.

[March 2014]
For the second year in a row, I was able to drive the EV year-
round, except when deep snow on my driveway might cause
problems with a low-clearance sports car. That was only 2
weeks this year.

code by jerry