DC-DC converter installation and update

The DC-DC converter happens to fit in the old engine air-box.  This will provide good airflow to cool it, keep it dry, and it is already shock mounted.

UPDATE: on usage. We noticed the DC-DC converter was not shutting down as expected when the car was turned off. Best current guess as to failure mode: DC-DC would turn on as soon as the voltage was high enough to activate it. That would occur as the pre-charge circuit on the main pack was engaging. We were counting on this pre-charge slow activation to shield the DC-DC from a voltage spike, but in doing so, the current draw on the pre-charge circuit before the main contactors closed caused the main contactors to wield closed. While trying to diagnosis the issue the main disable was pulled leaving 380Vdc across its contacts. The system did shutdown. A solution has not been determined yet beyond the need for another pre-charge circuit, and/or control of the DC-DC on/off internally. New main contactors have been ordered.

Charge anywhere?

We have found that the standards related to 220VAC outlets has changed over the years.  There is no knowing what outlet will be available at any location.  The car can either carry several dongles, or we were pointed toward a more universal solution.

We built this solution and have had several occasions to use it.  The theory is that any house with 220V service has multiple 110V outlets on either leg of the 220V.  Therefore if you plug one 110V plug in to the wall, and then find another outlet that lights the neon light between the two blades you will have the 220V needed to charge.

In practice we have found that it is imperative to carry a circuit tester like:

Our first attempt to use the adapter box system pointed out that in one of the outlets the Hot Line was on the round ground pin, the White Neutral on the Hot blade and the bare Ground on the neutral blade.  We blew a fuse and went on to find that many sockets in the house were all wired "randomly".

The second location we attempted to charge at had reverse polarity on some outlets, and we also have come to the conclusion that this system will not work with any GFCI protected outlets.  As universal as we expected this solution to be, it has not panned out well yet.

Weight and balance of eGolf

Included are the original posts to ease comparison.

"
Measured weights no fuel
Borrowed some digital scales.

Lbs                     L        R     2674       
  F                    897    750     147    62%  
  R                    502    525     -23    38%   
Difference        395    225               
                         52%   48%

W/153lb Driver    L        R    2827   
  F                      953    774    179    61%
  R                      555    545      10    39%
Difference          398    229   
                          53%    47%

Best current guess is the car will gain 500lbs to 3200 lbs total w/o the driver.  Most of the weight gain would be in front of the rear wheels under the rear seat with batteries.

EV version guesses          
Lbs                     L       R       3174
 F                      897    850      47     55%
 R                      702    725     -23     45%
                         195    125   
                         50%    50%
"

Actual eGolf numbers
Lbs                     L       R       3076
 F                      965    917      48     61%
 R                      575    620     -45     38%
                         390    297   
                         50%    50%

Original weight 2674lbs+ 15 gallons fuel (90) = 2764lbs
eGolf weight                                                         3076lbs
weight gain                                                        = 312 lbs gain.