700WHP Hybrid 350Z & Electric Lotus | Modern EV Conversions [TECH TALK]
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- Опубліковано 7 чер 2020
- It’s not long ago that trying to get 200HP more from an engine at its limit without forced induction or nitrous would have left you scratching your head with 0 results.
Sasha Anis of MoTeC Canada and Mountain Pass Performance runs us through their Lotus Evora (Blue Lightning) EV conversion project and 700HP Nissan 350Z Hybrid setup which all use a mixture of OEM Tesla, Chevrolet and BMW motor and battery components
Sasha discusses how the goal for the Blue Lightning project was to have a complete OE feel including stability and traction control built-in using a MoTeC M150EV control unit rather than all the manual switches you often find in a race car. The limitations including software, range, heat and voltage management are touched on along with cost being one of the biggest barriers to entry for motorsport level setups at the moment. Luckily there are some options that MoTeC offer and some other simpler controllers out there already getting the ball rolling with plug and play solutions in the pipeline for the industry also.
On the Hybrid 350Z front we learn about the 500HP All Motor VQ35 and its KERS system that sees up to 200HP extra on tap once more than 80% throttle has been requested. This setup gives the flexibility of going all out for a Time Attack application or having smaller amounts of power on tap for an entire race depending on driver and track demands. A MoTeC GPRP is used for engine and sequential gearbox control with a lot of the custom Blue Lightning firmware handling the electric motor side of the car.
Lastly, we dive into the charging limitations for a KERS system. As the BMW i8 battery has some unknown parameters and is expensive, Sasha explains that it’s a constant balance of managing voltage and heat to ensure batteries are not overcharged when they’re close to full but have as much charge as they can safely when depleted to maximise performance, meaning the scale of charge is always shifting.
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#highperformanceacademy #motec #evconversoin #learntotune #pri #mountainpassperformance #m1build #myprishow #dontletthesmokeout #m1army #sashaanis #lotus #350z #hybrid - Авто та транспорт
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Want Andre's t-shirt? Instead of fighting him for it, you can grab your own one here instead: bit.ly/MerchHPA - Taz.
It does have two rips from his perked nipples tearing through whilst doing this interview mind you.
We'll patch those up, no worries - Taz.
fighting him for the t-shirt would make it more special tho
3:55 Love the smile he gets on his face when he starts talking about how it blasts out of corners XD Must have tried it a time or two
I’ve been following Sashas build since he began posting about it. I absolutely love that he’s doing what he’s doing. I wish I had more money than I do because I genuinely believe people should be investing in people like him. He’s going to flip motorsports on its head.
This guy is amazing... watched some of his comment. His knowledge seems to be endless but he's still so humble. I find myself being a fanboy
Love Sashas work, been watching his stuff woth the Speed Academy guys for years.
Nice... Sasha and Andre in one video
I've been dreaming up a hybrid system like this guy is doing, reckon a much smaller version would be an awesome little project. Plus those new GM batteries look ideal
Nice questions
There is a company called Vonnen that have been using the kurrs system pn Porsches.
Great to see someone innovating on such a level even if it has taken 22 years for hybrid tech to jump from motorsport into the aftermarket, off the shelf kit can’t be far away. Interestingly enough the numbers stated in this vid are very similar to the Zytek Q9 system fitted to a Panoz back in 1998
As Sasha mentions cost was and is still a huge barrier to entry. Same reason why a lot of other things take a while to trickle down from professional motorsports and into the aftermarket - Taz.
Ah, cool interview.
For quite some time now, some motorsport engineers have been calling the 'throttle pedal' a 'torque demand pedal', or a similar term.
From that, and that the driver is only concerned with what is being delivered to the tyres, I would assume the same principle applies for charging during partial torque demand - the ECU gives the driver what (s)he demands but can run the engine at full 'throttle', or near to it, and bleed off the difference to charge the battery, as required and as the battery can absorb?
That doesn't make sense.
You want a system that simultaneously charges and discharges?
@@brad3378 Where do you get that from? Re-read what I wrote ;-)
To clarify, if you still don't grasp it, there is an engine, a battery, and a motor. The engine can potentially supply 'x' torque/power and if the driver requires less than that to be applied to the tyres, and it's below the point where the motor is used, the difference can be used to charge the batteries? Of course, as more torque/power is demanded by the driver there is less reserve available, if required for charging, until at full engine output there is none. If more torque/power is required, the motor will come into operation and draw on the battery, discharging it as required. Then it starts over. It is a common practice in competition vehicles, when the regenerative braking is insuffient to keep the batteries charged suffiently for a full lap. With some classes, there is a limit on the regenerative braking rate and sometimes there is a limit on what the batteries will accept, or both, so other methods may be used, like this.
Pretty sure that evora build is on Speed Academy. Had a flappy paddle for re-gen brake.
Love the current Speed Academy HPA colab too.
Maybe I didn't quite understand or perhaps Sasha interpreted the question to his car specifically:
Is it actually impossible to have a hybrid with this version of electric power (connected directly to the crank and gearbox) with a clutch in the system?
It certainly isn't cheap but it could be a way to keep certain H pattern manual cars on the roads and allowed into city centers for the foreseeable future if this sort of hybridization is possible without having to swap to a clutchless system such as an automatic gearbox or sequential.
Done the right way it shouldn't even add that much weight, as with the generator getting rid of the flywheel, alternator, power steering belt, ac belt and so on, the biggest impact is how big a battery you'll fit.
Wish i could do hubcentric electric motors in my z32 front wheels while keeping the 2j feeding the rears
That would be a lot of unsprung weight.
@@RadDadisRad straight line rocket. Even a rear mounted 2j with vw transaxle and nsx style electric motors for the front
The orbis wheel system does something similar too that
Sasha and Andre, love your work...
I would love to hybridize my XR6 dedicated LPG Barra with a motor between the engine and gearbox - as per Sasha's 350Z - and know that BMW have a ZF8 - 8-Speed Plug-In Hybrid Transmission and want to know if this would be possible to do and whom would have the knowledge to help.
Sasha is a babe