High Wire Act, Part I
This is the stage where all of the EV components get connected, with many of the wire runs sharing the center tunnel with the battery cables. A thin twisted baling wire loop was used to pull the remaining wires through the tunnel, since the squeeze was too tight for the cable snake.
Here are the EV wires entering the tunnel from the fuel tank compartment, sharing the former gas line grommet with the 2/0 gauge battery cables. The two pairs of red and black 10 gauge wire connect the forward EV components to the battery pack at full voltage. This includes the DC/DC converter, the Elcon charger, and the ceramic heater core, which all now live in the fuel bay. The pair of yellow wires host the signal path for the MiniBMS (battery management system), connecting the front and rear battery packs. The BMS signal loop allows the cells to talk to the MiniBMS control board, which will also reside in the front.
Here are the same wires emerging from the tunnel at the rear engine firewall, amidst all of the mechanical control cables and original electrical harness “snorkel.” The wires are bundled for clean appearance and easy identification and traceability.
The red and black wires rise from the lower firewall to the positive and negative terminals of the battery pack, located by the motor end at the front bulkhead. These primary wires will charge the pack, and also supply juice to the DC/DC converter as well as the ceramic heater core. They were measured, cut, stripped, crimped, tied down, heat shrunk, and labeled in preparation to be wired to the pack.
From the rear firewall, the two yellow MiniBMS signal wires separate and travel to the opposite sides of the rear battery pack. Since the signal loop follows the battery cabling from pack to pack, it made sense to piggyback them, as seen above.
A service disconnect was originally planned for a spot near the controller in the motor bay. It’s a beefy switch that breaks the power circuit and allows work on high-voltage components to be done safely. But after browsing the EV forums, a new plan emerged which relocates the switch to the driver compartment, where it will serve as both a service and emergency disconnect. The likeliest place for the switch is the center console, directly above the main traction pack cables as they pass through the tunnel. I cut one cable at the correct spot, crimped a lug in place, and then pulled a new cable segment in through the front tunnel grommet long that was enough to span the extra several inches to the switch.