[ausev] Marks E-Ranger battery pack fun.

[jtp]

I went over to Mark's house on Wild Onion, and the battery array was ready
to be disassembled.  It was a lot simpler than I had anticipated from
looking at all the wiring diagrams.  Measuring the residual voltage in all
batteries,  all except #34 and #38 had between 3.76 and 3.78 volts.  I was
surprised to see that they were within .03 volts of each other.  # 34 had
3.52 volts, and #38 had 3.43 volts.  With the highly regulated and precisely
controlled charger balancing the batteries, I expect that the #17, which I
brought home to experiment with (attempting to charge it up with a 9 volt
input), will probably not accept, retain, or deliver a working charge.
But I still want to see for myself anyway. I will be using two Chrysler
Electronic Ignition ballast resistors, 1.2 ohm. (which were used in the 1972
electronic ignition to reduce voltage to the ignition coil to 9.5 volts or
so) and the 6 amp setting on my charger, and staying with the system to
observe charge (attempt) characteristics.
  There may need to be templates designed for the (recharge heat) cooling
fan squirrel-cage in order to provide cooling to the batteries and charge
controller, since the batteries going into the Ranger are wider, which means
that there is a greater potential for internal heat  buildup of more latent
heat in each battery if the fast charge rate is not monitored a little more
closely.  While there is no way to check this without several discharges, it
might be worthwhile at the beginning to check the exhaust air outlets at the
rear center top of the battery box where the warmed air outlets.    (The
reduced discharge depths to be gradually increased as instructed, and, an
inexpensive remote "outdoor" thermometer (or two or three) might be a good
idea to check how the modifications effect heat dissipation.
 Dan P.