Search results

This might be helpful Connected in D or Y 1/2 of the wires are connected together. it would actually be interesting if you changed it between D and Y if that has any affect on cogging.. i assume it would..

Both motors are 3 phase motors.. The TP motor like most Motors have those connections wired up internally .. The LMT does not.. The LMT is meant to have them shorted just like the TP motor but instead of doing that inside the motor they let you do it externally at the ESC .. This is a good idea...

It does not matter which connector you start with because they are all identical . They are just coils of wires so it doesn't matter which one you choose first. As for resistance to rotation. The resistance to rotation is caused by magnetic forces interacting between the coils on the outside...

@AlexLTDLX "The only difference is I charged the batteries - took them from 59 volts to 62 volts" So maybe there are voltage spikes that you can't see within the app causing problems.. If you just move the terminal on the batteries one cell over you could nock off 3 ish volts.. it would be...

just found this

At a guess you connect them in series to 1/2 the KV or in parallel ... The advantage in parallel is you can use more "wires" to the motor to 1/2 the resistance of the wires going to the motor... That's my guess.. i have no idea how to wire them up

I think i'll have to get one of these at some stage.. as these seem to be the cheapest with fantastic features without exploding

could you not attach some basic fan to blow on all of it ?

yes this i all true and has been discussed before

The more i read his post the more i think this is about motor efficiency , which is a conversation i had with me self on the p2 charger thread. If so then sure having the motor spin faster than the impeller should be more efficient than the opposite.. However that can actually be difficult to...

Well im not sure which discussion we are having in here... you say we are not talking about the P2 but you mention that ? However you also mention 2500kv which is not realistic with the big motors used on the P2 2500kv * 48v = 120,000 rpm.. that is a very high rpm motor and therefor it's total...

my direct drive setup needs to hit 60,000 rpm.. which the thought of scares me.. i need to have 120kerpm then.. i hope my china one can do that

Soo... for at least this test which is running at 61% then gearing is still way to large..

Kick their ass Ukraine and teach them a lesson

i asked that in the other thread that i think is more appropriate "why is he now reducing the gearing" https://www.electrifiedboost.com/threads/p2-supercharger-thread.85/page-4

So this about the VESC ? So i read the other thread. He thinks it's starting to loose sync and thus wont go any faster due to the high load.. that actually makes sense. I guess one way to test that would be to swap the ESC for the MGM and see if it still has the same problem. But sure...

I dont actually understand why you are changing the gear at all right now ? As the current problem is the Vesc.. Bin that and use the MGM ESC that will actually work.. and so you can actually run the 300 battery amps. With the current gearing run the combo to the desired ERPM and take note of...

I would be very hesitant to suggest a E-turbo in this case. Because it seems like the vehicle is fundamentally underpowered and a traditionally S/C Turbo be better as you can run that endlessly .. E-Turbos are good for vehicles that have enough power, but people want more for the fun of it...

I see they are now making a TP4080-CM which is great news... well for some of us :0 https://www.aliexpress.com/item/1005003765826702.html?spm=a2g0s.8937460.0.0.23372e0e1olWr6 Motor mod.: TP4080-CM Max. power: 11.000W Cont. power: 6.000W Max. RPM: 68.000 RPM per volt: 2022KV and 2700KV Max...

pretty much this setup