More Assembly

On top of the motor mount bridge is space to mount the UMOC motor controller and the high voltage junction box. The 'anti-vibration' mounts are slices of silicone from a tube that cured before I could finish using it.



The batteries in the lower rear box are being connected. 14ga wire is run to each battery. Initially I thought of using twenty 12V chargers, but now the wires are used to sense and record each battery's voltage.

These East Penn batteries keep peeing all over everything. In a failed attempt to control the acid, I cut up kitchen sponge/towels, soaked them in a baking soda solution, and placed the around all the filler holes. Later they all disintegrated.



It looks better when covered up.




Then the upper rear rack was installed and populated.

Motor to Transmission plate

The machine shop, Mobile Hydraulics of White River, finally finished the motor coupling and transmission mounting plate.



The design took some time to get right. The basic design idea came from Ross Cunniff. Below is a profile view of the spacing involved.

The face of the motor had no mounting holes, and it was not flat.

After machining the face flat, the material was not thick enough to support threaded holes, so the spacing collar was bolted to the motor face from the inside.


The coupling uses a taper-lock design that squeezes onto the splined shaft of the motor. This allows adjustments to the position of the flywheel and clutch on the transmission input shaft, though it means pulling the motor to access the screws. Good measurements allowed me to get it right the first time.



The motor is suspended from a bridge which is bolted to the original motor mounts on the frame. The shop machined slots in the bridge and the motor's mounting plate to adjust the exact mounting position of the motor.