We completed the A-plate harnesses for the battery boxes this week and documented all connections in the as-built folder. The harnesses are now installed along with the bus-bars for final testing.
We also installed the satellite module harnesses, bringing the battery box electrical system closer to completion.
We finished terminating all the host-side connectors for the battery boxes this week. The CAN communication lines received proper shielding, heat shrink, and identifying markers to keep everything organized for final installation.
The car has finally arrived in Austin! On Friday, the box truck rolled up and we flat-bedded the car out and into the shop. It’s drop-dead gorgeous and we can’t wait to get to work on it!
We've begun the detailed wiring work for the 240Z's battery management system. This week focused on measuring, cutting, and prepping all the connections between the battery boxes and the host board — the central control point that monitors cell health and balancing across the pack.
After taking careful measurements and creating cut lists for both the front and rear boxes, we moved into the assembly phase. All the connectors and terminals for the host board connections have been assembled, and we've started crimping and installing them. This methodical approach ensures clean, reliable connections throughout the battery system.
This week we installed the battery management system boards into the 240Z's battery boxes. Each box receives a host board and satellite boards that monitor individual modules, with specific serial numbers verified against the build documentation.
The boards mount to a BMS plate that sits atop the chill plate assembly. We installed the module harnesses between the chill plate layers, then secured the BMS plate with countersunk screws. Each satellite board was labeled with its number and corresponding module position for future reference.
We also updated the cooling line routing after discovering interference between the fittings and the BMS boards. The revised layout provides proper clearance while maintaining the thermal management design.
We continued assembly of the 240Z's battery boxes this week, building up the main A-plates with electrical and cooling components. The plates received their contactors, main disconnect switches, vents, and high-voltage connectors.
Cooling port assemblies were installed into the chill plates, and cooling lines were measured, cut, and test-fitted to verify routing before final installation.
Busbars were mounted to the A-plates and torqued to spec, with all live connections insulated and labeled for module orientation. We're leaving a few short busbars off until final assembly to simplify the next steps. Battery management system harnesses were tested and the BMS boards prepped for installation.
We completed fabrication of the battery module harnesses this week. After verifying harness lengths against the CAD model, we determined that 16-inch harnesses would work across all modules. We measured, cut, and organized the wire sets before crimping and pinning the module terminals.
All terminals have been tested and labeled with markers for installation. The harnesses are now loomed and prepped for connection to the battery management system. We also made a mounting adjustment, separating a module from its cooling plate to accommodate the updated BMS bracket design on the rear battery boxes.
We began assembling the battery modules this week, starting with preparation of the thermal management components. The chill plates received threaded studs and careful masking in preparation for thermal interface material application.
With the prep work complete, we applied thermal paste to the chill plates and mounted the battery modules. The assembled units are now staged on dollies for the next phase of integration. We also located the busbars and battery management system components that will connect the modules into the complete pack.
We began preparing for the battery box build this week. The workspace was cleaned and organized, and we reviewed the assembly drawings to confirm the build sequence.
The battery modules, mounting plates, and thermal management components are now staged and ready. We assembled the initial stack of modules with their chill plates and fasteners, setting the foundation for the battery box integration.
We were hoping to have the car here by now, but the restoration process is taking longer. Still, we are very excited to get this car - the paint color looks incredible.
We 3D scanned the ‘71 after removing the drivetrain and we are going to use that to start engineering the components we need to mount the drivetrain in the car.
We have a 1971 240Z that is coming to the shop after a restoration. We de-ICEd the car this week and used it as an opportunity to 3D scan the car so we can advance the engineering on both cars at the same time.
The VW ID modules for this car arrived. We are going to actually be using 9 of these modules for a little higher voltage which helps with top-end horsepower and gets us 60kWh of energy which should be good for 175 miles of range in this car.
The Cascadia SS-250 and CM200 Inverter have arrived. This combo will provide 370lb-ft of torque and 300hp and will make this Z fly!
