The most important initial mechanical decision I had to make in the build of this car was the electric drive train.  Many hobbyists and electric drag race teams use DC electric motors because they are cheaper; however, ALL OEM automotive manufacturers use AC electric motors because they are more reliable and require less maintenance.  The motor I am using is the P115R dual core electric motor from AM Racing.   This is an oil-cooled 3 phase AC electric motor.  I am controlling the motor using two liquid-cooled Rinehart PM250DZ 3-phase controllers.  This is the same motor and controller configuration used in the 220 mph Genovation GXE GrandSport Corvette ( and was the original motor used in the Rimac One electric hypercar prototype ( The combination is capable of sending 600 Amps at 350-800V to each motor core, giving a lot of flexibility in design.  The power is limited only by the battery pack chosen.  I chose this drive train for its durability, performance and ability to adjust HP by increasing the voltage in subsequent evolutions once solid state battery modules become available to the conversion market (maybe 5-10 years out), without having to change hardware.


Mechanical Components

In order to power everything in the initial build of the car I am using 400V liquid-cooled battery modules salvaged from a 2016 Tesla model S P90D, which at the time of its accident had only driven 6000 miles.  With this configuration the motor is estimated to generate ~810 Nm (~600 ft*lb) of torque from 0-5000 rpm and peak output of ~400 kW (~600 HP).  I will be dyno-testing the car for actual numbers at the wheels once the car is completed.

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To transfer this power to the rear Dana60, I had Liberty Gears improve a Tremec TKO600 5-speed manual transmission through synchronizing, cryogenically and surface enhancement processing, shot peening and thermal stabilization.  This increases the strength and durable operation of the gears at the higher rpm that the electric motor can generate.  There is a QuickTime LS1 clutch bellhousing between the transmission and a custom machined aluminum adapter plate, which matches up the bellhousing to the bolt pattern on the motor. Although many electric vehicles do not utilize a transmission, I wanted the versatility of maximum lower gear torque with high top end speed, and I wasn’t sure what overall gear ratio would work best for my diverse applications.  Including the manual gives me the flexibility to change my final gear ratio to suit a given track condition.  However, I fully expect most driving will be conducted in a single gear, more or less a "set it and forget it".

Even though the majority of the time the car will be driven in a single gear, I also incorporated MasterShift paddle shift controls for the TKO600 for several reasons.  First, to allow for better control on track and a cleaner cabin layout.  Second, I needed room for cup holders and putting those behind the steering wheel would be awkward.  Third, they are drop-dead gorgeous and concept supercars have paddle shifters, duh :).

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