- We're driving around today testing compatibility
across various public charge points around town.
And I thought it was a really good opportunity
to show you the, I guess, final production spec
of our electric vehicle conversion system
for series Land Rovers.
So you might've seen our earlier system,
which was good,
but it was very much a working prototype proof of concept.
This is our true final production system.
Few little mods to make for the next models coming up,
but overall, it's our standard system.
So 52 kilowatt hour battery pack made of 10 Tesla modules.
That's six in the front,
under this main pack.
All the electronics,
all the control up in here
in this main junction box.
DCDC converter here
where it can get some air flow for an alternator.
It's kind of got a fairly premium position,
but the packaging works really well.
You can see the AC cables coming out of
the motor controller down to the motor below.
All the controls, all the relays,
all the systems are integrated into this top box.
Around the side here,
you can see the connections for the 12 volt systems.
35 pin dodge plugs.
This is the BMS that runs around the cast.
This is the CAN bus and control
for all the battery pack,
and a manual service disconnect fuse.
So pull this fuse,
the entire system is disabled,
battery systems are turned off,
all contactors are open,
and the system is really safe.
So OEM level equipment,
and in a package that can be bolted
into a series Land Rover in approximately 15 minutes,
and then about five cables to plug in.
We upgrade the breaking system.
We upgrade the clutch.
We upgrade the master cylinders on all of those,
the slave cylinders.
All new brake lines.
An entire new 12 volt system.
Battery in its original position.
A deep cycle battery to run accessories
and handle a high draw if required.
But completely reworked and rebuilt transmission.
New adapter plate from the motor
into the original transmission.
We're charging at the moment,
so a pipe to charge point
with a 6.6 kilowatt charger
under the driver's seat down under there.
Meaning that we can charge the 52 kilowatt hour pack
with this single-phase charge system overnight.
10 hours.
Options to install a three-phase system,
essentially three of those,
and give you a sort of 2-3 hour from 0 to 100% charging.
So six of those Tesla modules in the front,
and two under each side.
We've got the main bash guards removed at the moment.
Usually we have a rock mud shield running all across here,
but just as we've been configuring it,
you can see quick connections
to the Tesla modules in the side,
all running through Flexicon conduit
on anything that's exposed.
Meaning, you basically have to take an angle grinder
to that to get into it.
So all fully weather sealed,
but also again,
very, very easily installed,
very easily replaced,
very easily worked on.
We can drop it back a side battery pack again
in about 10 minutes.
This vehicle started its life as a single-cab mustard
or Bahama Gold as Land Rover called it.
A single-cab Ute.
We took the rollover protection system
from an Australian military Perentie converter
that adapted it for the series three,
built all the bracketry,
galvanized all the steel pieces,
all of that kind of stuff.
And put four seats in the back.
Land Rover would have once called these,
each of these a two-seater,
but for modern safety sake,
we call them a single-seater.
So four people in the back,
lots of padding,
so that we can have that engineered and compliant,
and not just that,
but actually safe to travel in.
Three seats in the front,
of course, completely remachined dashboard.
We restore the original center panel,
but replace all the switch gear,
redesigned, rebuilt gauges.
Our design with speed hut in the states doing them,
so all digital systems,
digital speed sensing, all of that.
A whole new module below
that houses all the electric vehicle controls.
So the different drive modes
being sort of an off-road,
a standard, and a highway,
or almost a sport,
really configuring the throttle response,
and also configuring the region breaking rate,
and a few other systems.
You can also see camp mode there, the little tent,
and that allows you if the key's not in
to press that switch,
it'll turn the main battery system on,
and all the management and monitoring that goes with that.
But feed that into the 12 volt circuits
that are around the car.
So we've got USB charges up in here in the dash,
and plenty in the back.
So you can run your fridge for a month,
charge your phone 4,000 times, all of that.
That all sits within our completely remachined dashboards,
so remachined this.
This was often a shelf,
and had a system sort of open space here
and on the driver's side.
We're fitting a lot of electronics in both those areas,
so we need to cover that up,
but we also wanted to install a stereo.
So Marine rated stereo gear from Fusion,
really simple system, Bluetooth,
all of that kind of stuff.
But along with the four inch speakers here
and a subwoofer under the center seat,
it's quite a nice sound system.
And obviously, sounds great when you're sitting here at,
I guess, idle from an EV point of view
where there's no sound or very slow speed,
particularly off-road.
Electric power steering behind the original steering,
column adjustable sensitivity.
So you can sort of set that how you like it.
A throttle pedal from a late model Defender,
which gives us our sort of dual circuit throttle,
digital sort of throttle signal
back into the motor controller.
Like I said, upgraded brakes, upgraded clutch,
but all through the original clutch brake towers.
Original handbrake lever,
but connected to a disc brake
on the back of the original transmission.
The gearbox is the same,
but completely rebuilt
including the transfer case.
So and with a slick shift pattern on it so,
or shift out on it,
so a much shorter throw than standard,
and a lot easier to shift.
It really means with the electric motor too
that you can drive in third gear kind of all the time.
Unless you're on a sort of
be above about 80 kilometers an hour.
Often, if you're just cruising around,
you just sit in third forever
unless you occasionally need reverse.
All new doors,
all new locking mechanisms,
anti burst locks,
all of that kind of thing.
Brand new tires,
all new brake system, brakes,
custom grill by us.
A radiator and cooling system
developed in conjunction with PWR.
So we can call this system
the electric vehicle system almost silently
with a water pump that's running
through the motor controller
and through the batteries.
The batteries themselves really don't need
in the amount of energy we're pulling through
in a system like this,
they don't necessarily need cooling
because they're not getting fast charged.
They're not running a Tesla ludicrous mode,
but they do want cooling
or temperature regulation that says
to make sure all the cells
and all the modules that contain those cells
are all at the same temperature.
So they have a similar discharge rate.
You can see that you can manage the whole system,
and see a lot more of the functionality on this screen
down to the individual cell voltages,
and see our charge rate that's going in right now.
A key to enter the setup mode
so that you can't inadvertently adjust
any of the crucial settings of the system.
Inside the cab, we have the main gauges that you need.
So warning lights for anything major,
a traditional sort of fuel gauge or battery gauge
so that you're not distracted by a lot of this EV stuff.
The point of being in these cars is to look out the window,
and not worry about whether you're within
a thousands of a volt of another cell
or anything like that.
Original window wiper washer fluid.
A Demister heater that plumed in,
the series twos in particular didn't really have any of that
or had something mounted on the dash in a bit of the way.
LED lighting all around,
headlights by Narva,
which is what they use on the Kenworth trucks
with integrated DRLs,
standard steel backing cones,
all of that.
Bearmach LED turns and park lights
built in into the wiring loom
as we completely replace all the wiring
with motorsport grade componentry including the wiring.
So it's all Raychem double-insulated wire,
but provision for spotlights and light bars
and everything already built into the system.
So if you want to add spotlights or anything up the front,
it's all there and all integrated into the system.
A few little refinements to come on this with the design
and the positioning of a few of the ports,
making install a little bit easier,
making maintenance a little bit easier,
and access to a couple of the user serviceable areas.
So you're not having to deal with 35 bolts
in the final production versions,
but otherwise,
this is pretty much it.