I’ve been entertaining this for year now!
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MR2 Spyder Project - Electric Conversion
This is a pretty interesting build. Imagine putting some batteries in the gas tank location and some up front to get a better weight distribution. This thing would be insane on track!
Link if you're interested...
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1 - 17 of 17 Posts
I've thought about this since I joined this forum and was even criticized for considering it as an option back then.
In the past 10+ years, and from the successful conversions I've seen with other Toyotas, it has gone from a proof of concept science project to entirely feasible. The cost is still high but there are plenty of options and price points. There was a Matrix with the conversion a LONG time ago and more recently an AW11 in New Zealand. The most impressive part of the AW11 was the torque he had just zipping around at low speeds from a dead stop.
Range will always be the biggest issue, but even a old Nissan Leaf motor would be incredible in this car. @psipwrd Are you something of a scientist yourself?
In the past 10+ years, and from the successful conversions I've seen with other Toyotas, it has gone from a proof of concept science project to entirely feasible. The cost is still high but there are plenty of options and price points. There was a Matrix with the conversion a LONG time ago and more recently an AW11 in New Zealand. The most impressive part of the AW11 was the torque he had just zipping around at low speeds from a dead stop.
Range will always be the biggest issue, but even a old Nissan Leaf motor would be incredible in this car. @psipwrd Are you something of a scientist yourself?
Caterham is doing a build with JUST 240 HP. They project 4S 0-60. So, a base Tesla transaxle would give some pretty staggering numbers in this car. The battery energy density is going to be the challenge. The ICE engine and transaxle in this car is pretty light. I know a lot of other builds are ending up lighter when BEV converting classic cars like the Teslarosa etc.. but I find it hard to believe that you are going to have any reasonable range and not increase the weight or totally screw up the weight balance. From what I can see most of the mass would be in front of the steering rack. Eeeek.I've thought about this since I joined this forum and was even criticized for considering it as an option back then.
In the past 10+ years, and from the successful conversions I've seen with other Toyotas, it has gone from a proof of concept science project to entirely feasible. The cost is still high but there are plenty of options and price points. There was a Matrix with the conversion a LONG time ago and more recently an AW11 in New Zealand. The most impressive part of the AW11 was the torque he had just zipping around at low speeds from a dead stop.
Range will always be the biggest issue, but even a old Nissan Leaf motor would be incredible in this car. @psipwrd Are you something of a scientist yourself?
To each their own. I wouldn't ever be interested in an electric MR2. Don't care how much torque it would have, without a manual trans it will get super boring to drive.
Does anyone know what kind of motor that is?
Hybrid is doable, I think.
MR-S front axle will be powered by the rear motor from hybrid Rav4 or Highlander. Those electric motor are compact and are rated 53hp and 89 ft-lbs of instant torque. The Frunk is more than enough to take this electric motor with plenty of space to spare.
If the frunk doesn't have more space for the battery, you can use the rear storage for that and there's plenty of space for it.
Now your MR-S is something like the 2nd Gen NSX.
MR-S front axle will be powered by the rear motor from hybrid Rav4 or Highlander. Those electric motor are compact and are rated 53hp and 89 ft-lbs of instant torque. The Frunk is more than enough to take this electric motor with plenty of space to spare.
If the frunk doesn't have more space for the battery, you can use the rear storage for that and there's plenty of space for it.
Now your MR-S is something like the 2nd Gen NSX.
Someone did it 14 years ago. Specs :
- battery Pack: 72 x 90 Ah Lithium (LiFePO4)
- nominal Capacity: 230.4 V x 90 Ah = 20736 Wh
- BMS : Blade EV > Motor: Netgain Warp 9 (series DC)
- motor Ccontroller: Zilla Z1K
- transmission: Factory 5 speed
- fuel gauge: Metric Mind EVision
- charger: Manzanita Micro PFC-30
Has anybody else seen the Mk2 conversion going on at MR2OC?
or this one: Jesse's 2002 Toyota MR2 Spyder
Not a scientist, but I was an electrician in the Air Force!I've thought about this since I joined this forum and was even criticized for considering it as an option back then.
In the past 10+ years, and from the successful conversions I've seen with other Toyotas, it has gone from a proof of concept science project to entirely feasible. The cost is still high but there are plenty of options and price points. There was a Matrix with the conversion a LONG time ago and more recently an AW11 in New Zealand. The most impressive part of the AW11 was the torque he had just zipping around at low speeds from a dead stop.
Range will always be the biggest issue, but even a old Nissan Leaf motor would be incredible in this car. @psipwrd Are you something of a scientist yourself?
I'm a physics professor and an electric car enthusiast. I own a Nissan Leaf, Chevy Volt, and plug-in hybrid Cmax (In addition to my spyder.) 15 years ago, before it was a thing, I converted a motorcycle to electric power using a golf cart motor and controller. Unfortunately, I used heavy lead-acid batteries, so it kind of sucked (low range, moderate acceleration and a top speed of 70 mph). If I were ever in a position to buy a super car, it would probably be electric. I've even fantasized about putting a Nissan Leaf motor in the MR2 when the 1zz finally dies.
At the end of they day, I think I'll probably stay with gas power on the MR2 for two reasons:
1) In the future we are all moving to electric if we want to or not. There will always be the option of buying a fast electric car. We are living at the end of the era of enthusiast gas-powered cars. I plan to enjoy it.
2) Heavy batteries ruined my electric motorcycle. Modern batteries are a lot better than what I used, but batteries are still too heavy. The MR2 is fun because it is light.
But, if you want to convert yours to electric, I'll love watching the build.
At the end of they day, I think I'll probably stay with gas power on the MR2 for two reasons:
1) In the future we are all moving to electric if we want to or not. There will always be the option of buying a fast electric car. We are living at the end of the era of enthusiast gas-powered cars. I plan to enjoy it.
2) Heavy batteries ruined my electric motorcycle. Modern batteries are a lot better than what I used, but batteries are still too heavy. The MR2 is fun because it is light.
But, if you want to convert yours to electric, I'll love watching the build.
Well, how heavy are we talking for newer batteries in order to achieve reasonable range (200 miles?). I can't imagine we are talking heavier than the 1zz, trans, gas. Plus you could distribute the weight closer to center in the mk3, eh?I'm a physics professor and an electric car enthusiast. I own a Nissan Leaf, Chevy Volt, and plug-in hybrid Cmax (In addition to my spyder.) 15 years ago, before it was a thing, I converted a motorcycle to electric power using a golf cart motor and controller. Unfortunately, I used heavy lead-acid batteries, so it kind of sucked (low range, moderate acceleration and a top speed of 70 mph). If I were ever in a position to buy a super car, it would probably be electric. I've even fantasized about putting a Nissan Leaf motor in the MR2 when the 1zz finally dies.
At the end of they day, I think I'll probably stay with gas power on the MR2 for two reasons:
1) In the future we are all moving to electric if we want to or not. There will always be the option of buying a fast electric car. We are living at the end of the era of enthusiast gas-powered cars. I plan to enjoy it.
2) Heavy batteries ruined my electric motorcycle. Modern batteries are a lot better than what I used, but batteries are still too heavy. The MR2 is fun because it is light.
But, if you want to convert yours to electric, I'll love watching the build.
Am Electrical Engineer (have not done a lot of research on this other than a slight desire to build an electric Atom)how heavy are we talking for newer batteries in order to achieve reasonable range (200 miles?)
Pretty damn heavy. The Spyder is small but not exactly aerodynamically efficient. Sure the somewhat small frontal area is going to help a bit but it has a low belt line and not much room for cells. Most of the front of the car would need to be batteries plus the gas tank and also around the motor. look at how big the Tesla MK1 Roadster pack was and imagine splitting that apart to distribute around the car. The drive unit alone weighs 295 lbs BY ITSELF!!!!!
Now, the cells. Looks like on average around 12.5 lbs per kW hour (ignoring voltage, contactor mounting, cooling and other issues). That's 750 lbs of just cells to get 60kW hrs!
So, what does the 1zz and C50 plus fuel tank shell weigh?
Now lets look at the cost:
EV West parts list..
Drive unit $11900
60kwhr cells $16481
Various other stuff $8000
Axles $600
36K at least!
Fair enough! I’m an Egyptologist, so let me know if I can return the favor by deciphering some late Egyptian! 🫠
The EV drive footprint is so different than the ICE drive footprint that I think that to work well, an EV would have to be designed from the ground up, and conversions will be relegated to novelty status. It is still worth doing, and someone needs to be the pioneer, but I would regulate my expectations.
There is going to be a tremendous amount of developmental progress in EV equipment now that there is some money in it, and in a few years the field may look very different. Prices will come down, and we are very near to the point where multiple gear transmissions will be unnecessary, if we are not there already. I think that the final solution will be an all EV drive with an onboard fuel cell recharger to extend range.
There is going to be a tremendous amount of developmental progress in EV equipment now that there is some money in it, and in a few years the field may look very different. Prices will come down, and we are very near to the point where multiple gear transmissions will be unnecessary, if we are not there already. I think that the final solution will be an all EV drive with an onboard fuel cell recharger to extend range.
I'm with you. Conversions are for the cool factor not performance. Like making a classic Vette usable with modern reliability.The EV drive footprint is so different than the ICE drive footprint that I think that to work well, an EV would have to be designed from the ground up, and conversions will be relegated to novelty status. It is still worth doing, and someone needs to be the pioneer, but I would regulate my expectations.
There is going to be a tremendous amount of developmental progress in EV equipment now that there is some money in it, and in a few years the field may look very different. Prices will come down, and we are very near to the point where multiple gear transmissions will be unnecessary, if we are not there already. I think that the final solution will be an all EV drive with an onboard fuel cell recharger to extend range.
1 - 17 of 17 Posts
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