When converting MR02EV to an electric vehicle a lot of weight was removed with the petrol engine and then put back, mostly in the form of batteries, which affected the vehicle stance. I just did not look right.
After upgrading the main battery pack in MR02EV to 310 Volts of Nissan Leaf battery modules charging with my 5.5 Amp TC Charger was very slow. So I jumped at the chance to purchase a second hand 16A, 3.3kW, Brusa NLG513 charger.
When I bought the 1989 Toyota MR2 that was to become MR02EV, it was pretty un-loved. Especially the wheels which had been painted with white house paint. I could have refurbished them, but I never did like the originals so started looking for alternatives, which started a minor obsession with wheels and conflict with my Wife (cars can do that)!
Motor controllers for electric vehicles like the TIM600 in MR02EV typically have a large internal capacitor bank on their input with very low Equivalent Series Resistance(ESR). As such they require inrush protection when first powering up to prevent a large current spike which can damage components – most commonly, welding contactors shut or blowing fuses.
In MR02EV I use a ZEVA Smart Precharger which is designed with a 2-stage soft start to limit inrush current via a resistive circuit that charges up the inverters internal capacitors before automatically closing the main contactor when the process is complete.
Every gas vehicle on the market uses a belt driven alternator to generate 12 Volts DC to run the accessories (fans, pumps, headlights, heaters, etc). MR02EV has no alternator so a Chennic DC-DC converter is used to convert the 370 Volt main battery pack voltage to 12 Volts.
I have a Degree in Electrical Engineering from the University of Technology Sydney and am employed in Broadcast Television Industry. My hobby is the (continuing) modification of MR02EV. I am also the National Treasurer of the Australian Electric Vehicle Association.