Boben

I have been contemplating the rising of the center tunnel almost from the get go. After installing the exhaust manifolds I was faced with the fact that the steering shaft just was not going to fit. I had decided not to include the rubber joint of the shaft to the model and sure enough one of the primaries hit that. Also there was quite little clearance from the exhaust to the longitudinals. I knew the engine was sitting low with the oil pan bottom surface level hanging below the bottom of the x-member. With so many problems to be solved by lifting the engine and transmission, I decided to cut out the center tunnel and see if I was able to lift them. I raised the tunnel 45mm from the front and a little less from the rear. The engine and trans was lifted 35mm. Clearance between the modified steering axle, motor mount and the exhaust basically defined the new engine position. The tunnel height was defined by clearance to the bell housing, clearance between the drive shaft and shifter mechanism and the parking brake mechanism. I received the billet adapter for my drive shaft from the machining shop. The transmission side was done according to measurements from the original rubber joint. The drive shaft side was done according to the measurements taken from the CV-joint sealing cap. And here is the drive shaft. At this point only tack welded for initial fitment. Here is the extension shaft which connects to the rack. This is the new height position of the tunnel. Some pictures of the exhaust manifolds in place. Here is the extension to the steering rack axle.

Thanks, the progress is slow and I do find myself fiddling around with the little details time and time again.

I meant 30p4s as in first making four sets of 30pcs. cells connected in parallel and then connecting the four sets in series. This way you'll only need four voltage measurement channels. In your configuration the required number of channels would be 30x4=120.

Although many of the products commercially available do not incorporate a proper BMS (battery management system), I would highly recommend including that in the mix especially if the cells are second hand. The cells are not identical even from the factory and different operation conditions will have induced further deviation in performance and most importantly internal resistance and capacity. Over time these differences tend to create voltage differences between series cells and for this reason, the battery should be periodically balanced. The most popular way is to use dissipative balancing at the end of a charge cycle. To cancel out individual cell differences and to drastically reduce the channel count of the BMS, I would suggest a 30p4s configuration instead. Definitely an interesting idea. Are you perhaps planning on a 3D printed housing or what is the plan for mechanics?

I continued on the Audi diffuser fitment. Managed to get the passenger side pretty much ready.