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Transmissions Revealed
I got a response from RebirthAuto. They claim the correct adapter pattern was machined for my transmission. It seems there is some confusion on the 5-speed transmissions that were used in E21 BMWs in the early 80's. I have the transmission that is listed for a 1983 E21 5-speed, which is model number 240 manual transmission. From the pattern of the adapter that RebirthAuto provided it appears they patterned after model 245, another 5-speed transmission used in E21s. The problem is model 245 5-speed transmissions were only used up to 1982. Starting in 1983 and later BMW started selling cars with the model 240 5-speed manual transmission. The issue with the bolt pattern not lining up however, probably is a non-issue. I reviewed the video I shot during the removal of the ICE. Here is a picture that clearly shows the bottom of the engine was not connected to the transmission (because there is nothing there). There was a dust cover plate that was on the bottom of the transmission where the miss-alignment is with the adapter. So those bolts do not carry any of the transmission load. The remainder of the bolts that are connected should provide all the support needed for the adapter. So I will use this adapter as it is. The next step is to pull the motor and transmission assembly back out of the car so that the flywheel and clutch can be installed and the motor rotated 90 degrees. After these changes are made and once I have everything bolted back together I plan to spin the motor and transmission on the bench, before putting back in the car.
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Motor placement for measurement
The adapter from RebirthAuto finally arrived late last week, photos of the adapter and the spline connection on the Siemens motor are here. I was planning to build up the whole drivedrain and assemble the flywheel and clutch, but the flywheel bolts were backordered. They should arrive this week. But the clutch is not needed to bolt the motor and transmission to the adapter. I first bolted the adapter to the transmission. All of the top bolt holes and the two alignment pins lined up but to my surprise two of the bottom bolts were not even close to being in the correct place (photo). I checked the paper work and it seems RebirthAuto sent me an adapter for a 2002 BMW transmission even though I had ordered an adapter for a 320i. The transmission bolt patters are close but obviously somewhat different. I don't know if missing these bolts would compromise the integrity of the drivetrain. The bolts are 7mm bolts and are not part of the load bearing area of the transmission. I emailed RebirthAuto about this issue - see what their response it. Even without those two bolts I bolted the Siemens motor to the adapter - that was perfect. I need the whole drive train assembled and placed in the car so I can measure where the motor mounts need to be to support the electric motor. My plan is to use the same mounts that were used with the ICE if possible. Using an engine lift (cherry picker) I was able to get the whole assembly in the engine bay. However, once I got the motor assembly in I found that the engine lift arm was not long enough to position the assembly so I could attach the transmission to its mounting points. I had to remove the front bumper and part of the air damn to get the lift in far enough. I also had to jack up the front of the car so that I could work under it to mount the transmission. I realized to get an accurate position I also needed to have the driveshaft mounted. Pictures of the motor assembly in the engine bay are here. One problem I found with the motor assembly is that there is not enough room in front of the motor for a double row battery box that I had planned on using. I might have to make a smaller width box or possibly a box that fits between the frame, where the ICE radiator was. A battery box that size would hold less cells, but more than a single width box that spans between the wheel wells. Another part of this motor assembly placement is to determine where the DMOC can be mounted. The DMOC is much longer than the motor, almost 6" longer so it might be difficult to mount it in the same orientation that was used in the eTransit Connect. Once the motor assembly was in it appears the DMOC is too long so in needs to be rotated 90 degrees and mount between the wheel wells, parallel to the firewall. That orientation would require the motor to be rotated 90 degrees so the electrical connections would be on the top, instead of the side as they are now shown.
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Drive train coming soon
I have not been doing much work on the conversion for the past month. For a couple of weeks I was building and testing GEVCU 4.2 boards that I built for my friends Collin, Charles and Michael. They now have updated hardware to work in their conversions. Then I was travelling to Japan for my day job and last week I was on vacation for a few days. This week I will be travelling to San Diego. I hope to have time to meet with the guys at EV West while I am in San Diego. For my conversion all the drivetrain components are ready. A new racing clutch was received from Summit Racing. The flywheel clutch face was resurfaced and the flywheel and clutch plate were spin balanced by Lindskog Balancing. The 5-speed transmission had all new seals installed. The motor adapter for the Siemens motor is being shipped by RebirthAuto sometime this week. The adapter will make it possible to assemble the drivetrain and place it in the 320i to design the motor mounts. Photos of the adapter plate can be seen here.
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Cutting the first metal
To prepare the engine compartment for the front battery box, the battery mount for the ICE lead acid battery had to be removed. The mount was actually welded to the frame, probably to get a good electrical connection to the frame, as the frame ground connection was part of the battery mount. Because it was welded, I had to use a cut-off wheel saw to cut the welds. This was the first cutting of metal on the 320i. Pictures of the process can be seen in the photogallery. The new battery box for the Li-ion batteries will take up an area between the two wheel wells at the very front of the engine compartment, in a place where the ICE radiator was once mounted. The front battery box will hold 36 of the CALB 60 cells. I used cardboard to make a model of the battery box to verify how it will sit and will be mounted. Fortunately the way the hood is mounted allows room for several inches above the box, which will be needed to bring the cables in to connect to the batteries.
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Testing the GEVCU
Now the most involved part of building a complex electronic board begins - testing its functionality. As described elsewhere on this site the GEVCU has many functions and input/outputs. Testing the board first involves loading the GEVCU firmware. Using an Arduino IDE (integrated development environment) the latest version of code from Collin's github repository was loaded. I found that version of code would not compile. Collin sent me a new version that would compile. Once the code is loaded a Serial Console can be run in the IDE and connect to the GEVCU. It is possible to control the GEVCU though a USB connection - the same one that is used to program the ARM processor. The test begins with checking that all the inputs and outputs are functional. The Serial Console can read the raw input values from the analog ports or the logic value of the digital inputs. The first test of the analog inputs found that one channel was not working. That was traced to a resistor that was not soldered completely. The first test of the digital input channels found all to be working. The next test was of the MOSFET digital output channels. I don't actually test the full current capacity of the output- if the MOSFET is working it should just be capable of delivering the current. Using a LED for a current sensor all eight channels of the MOSFET digital output were found to be functional. The analog inputs have to be calibrated for the throttle and brake transducer. That is done through the embedded web server on the WiFi module. Screen shots of the GEVCU web site are shown here. Accessing the web site also demonstrates the WiFi unit is functional.
The most involved testing is for the functionality of the CAN bus. That is done by communicating to the DMOC 645. Since the GEVCU main function is to control the DMOC this is the best test. For bench testing I use a program called ccShell3 that can connect to the DMOC via a serial port. ccShell3 will show all the DMOC parameters and can be used to determine if the CAN bus communication from the GEVCU is working. The commands available in the Serial Console allow control of many aspects of the DMOC. To enable the DMOC the first digital input is used. Setting the bit high enables the DMOC and then the Siemens motor can be controlled to spin through the throttle input. Although all of the commands are available though the Serial Console most of the setup is done through the GEVCU website.