Z Wheelz, LLC . . . San Antonio, TX, USA . . .  info.zwheelz@gmail.com
Here's the stuff that came out - engine, exhaust, fuel tank and all fuel and cooling lines.  Not shown are the radiators, engine computer and cables.
The stock engine mount was used and some aluminum C-channel was bolted on to connect it to the motor adapter plate.  Both motor adapter plates will be redesigned to simplify this assembly and also the front mounting assembly.  Everything is rubber mounted.
The component mounting plates have pins in the back that fit into the rear cross bar.  These electric component "modules" are pre-wired on the bench and mount with two bolts and a few connectors.  There are two batteries that are cantilevered off the sides which will mount under the rear wheel wells.
This is the rear (engine compartment) battery box and component mounting frame.  The upper rear bar  (forward in car) is mounted to the frame, and the lower cross bar and bracket in front of the picture (rear of car) is mounted to the rear motor adapter plate.  The front frame assemblies hang on the car frame and bolt onto the lower cross bar.
The rear main cross bar and main tray frame are installed.  It's all silver powder-coated steel.  The cross bar bolts to the transmission bell housing.
All four lower batteries are installed.  Twenty-two Odyssey 1500 AGM batteries are used.

The side battery mount can be seen below.
All high voltage cabling is orange (usually orange cable but these are wrapped in orange tape).  Very thick heat shrink with adhesive is used on all cable ends.
The two top batteries are installed on the passenger side.  A large Anderson connector is mounted to the motor.  This will be the "Zilla module" connection.  The two closest battery terminals on each side will be the ends of the battery pack and will connect to the Anderson.
Each battery cable has a fused lead going to the battery regulators.  Heater hose is wrapped around the cable in all areas that go near the car frame or battery box frame.  This will also be wrapped in the bright orange as well as the PVC conduits.
The Zilla module contains the pre-wired Zilla, hairball, main contactor, main fuse, EVision shunt and main EVision board.  The cables from the battery pack come from the large Anderson connector on the motor and connect to the shunt and fuse that are mounted vertically together in the front.  This will be enclosed with a cover before installation.  There will be a connector for house wiring, the speed sensor, potbox and a high voltage connector to the charger and DC-DC.
Mk2d Rudman regulators from Manzanita Micro are being used for battery management.  They are mounted either 5 or 6 per enclosure which will have fans/vents and connectors for each battery box.
A Masterflux AC compressor and control board will be mounted in the right front fender where there is easy access to the existing AC lines.  The electric power steering pump is shown mounted in the left front fender where there is easy access to the power steering lines.  The electric vacuum pump will be installed in the right front fender in the rear section.
The other electronics module has the PFC charger and a Lambda 100 amp DC-DC converter.  There will be three connectors from that board - house wiring for DC output and DC-DC enable, HV connection and charger line input which will be under the rear liscense plate.
The wire harness contains the battery leads for the regulators and the other goes to the potbox.  The radiator for the water-cooled PFC charger and the Zilla controller will be mounted over the rear motor mount.
The first two conversions done, after the first two trikes, were done with help from EVPorsche, ACEAANOGAS and REVOLT.  They were a 1999 Porsche 911, and a 1991 Toyota MR2 (see www.ACEAA.org).

The Porsche was a rework/upgrade from a previous conversion.  It has a 11" Warp motor from Netgain and a Zilla 2K from Cafe Electric with Odyssey AGM (sealed lead acid) batteries.  Pictures are shown at the bottom of this page.

The MR2 uses a 9" ADC motor and a Curtis controller (recently upgraded to a Soliton) with Trojan flooded-cell lead acid batteries (upgrading next to CALB lithium cells).  REVOLT did the digital scanning of the transmission and subsequent adapter plate and coupler design.  They also did the adapter design and fabrication for the 1973 Porsche 911 and the 1957 VW Bug conversions in-progress now.  These are top-of-the-line adapter systems.

Other projects included an electric dune buggy conversion (click for video - Motorsports was filming it for one of their shows and it aired nationally) for the American Cancer Society fundraiser (AC drive and lithium batteries), and assistance on various conversions as time and space allow in the shop.

A new trike design was started - the ZW2-E (economy version) that was intended to be a lower cost and improved version of the ZW2-C.  This has evolved into a newer all-composite frame design that is currently in development.

In parallel, conversions are continuing to help get funds for parts and materials for new designs and other kit projects.  The current projects are a completely restored and upgraded 1973 Porsche 911 with a fiberglass turbo body kit.  This has the same system as the previous 911 - a Warp11, Z2K, etc. (pics below).  A beautifully restored 1957 VW Bug is underway with an AC drive, lithium batteries and a custom display and control system.  Assistance was provided on a 1981 Toyota Supra, and the MR2 is coming back for a lithium upgrade.  A composite e-bike is also going in CAD and some testing has been done on prototyped parts.
The instrument is the EVision from Metric Mind.  There are LED's for "Ready" - which is battery pack enabled, "Low Voltage" which is programmable, and "Fault" which comes from the Zilla for any problems such as charge cable still connected.  The plastic panel will be engraved with the LED labels.  The "missle switch" is an emergency kill switch.
A few more connections and it's ready for testing.  Water-cooling and battery regulators add a lot of clutter.  The small white cap in the center is for the cooling resevoir underneath.  The fans are bolted to the radiator which is bolted to the motor mount.
High voltage pack leads had to be run up front to power the electric A/C.  Flexible conduit was used, wrapped in orange electrical tape, with water tight ends that are passed thru the sheet metal.  The conduit is secured with metal cable clamps bolted to the frame.
The first smoke test passed - the 12V system is up and running.  The hairball, EVision, secondary contactor, DC-DC, coolant pump and coolant fans run off the key switch, and the DC-DC, EVision, coolant pump, coolant fans and regulator fans run when the charger is on.  Lots of extra wiring - key and start for the hairball, reverse, charge switch, LED outputs, motor overspeed, etc.  The EVision needed running lights, charge on, vehicle speed, etc.
The EVision speed sensor was mounted on the tranny and will hopefully pick up the CV bolts..
The underneath came out pretty tidy, with all of the conduit tucked into the tunnel and all of the battery racks higher than any stock components.  All of the stock belly pans still need to be installed.
The rear wheel wells are where the stock exhaust system was.  The rear side batteries and cables would be exposed to debris so some ABS plastic inserts were made.

Final electrical tests were done and everything checked out.  First drive tests after all of the rework went well.  The EVision needs to be programmed 
and the charger and regulators need to be setup.  This will be done while going for test runs to determine range, acceleration and speed.
The EVision lit up ....

                                                 ...and a plexiglass cover in place over the electronics (one shot with flash, one without).
 Before and after re-conversion.  "That's a lot of work for a nickel"  but the rear battery box was just too low with the original version.  There are fiberglass exhaust cutout covers that will plug up the holes and make it look pretty clean.  Other upgrades were the battery regulators with fused leads, EVision, additional safety contactor, inertia switch, AC, PS, all hairball features, HV conduit, and lots of detailed safety and reliabilty cleanups. 
Starting off in 4th gear from a dead stop with no clutch still provides adequate acceleration ;-)     An 11" motor with a 2000 amp controller has a lot of torque!
A day at the track with the EV Porsche.  More to come.
1999 Porsche 911 conversion pictures and details below ...

upgrade in process !!!
Status as of 8/30/2011 - everything is up and running.  Test drives to begin soon.
Above - rear battery rack, new rims and tires.  

Left - low voltage electronics box (before wiring was completed).  Molex connectors from Waytek Wire.
Left - Eighteen batteries total for a 55/45% weight distribution and 3500 lbs complete.  PFC 40L charger, Lamda 1kW DC/DC under charger.  Above - Water temp (Zilla cooling), tach, speedo and EVision II with Paktrakr lower center. 

Power leather seats from a Boxster.

1957 Bug conversion

- Disc brake upgrade
- 32kWh lithium battery pack
- 80kW peak BLDC drive.
Adapter system designed by Revolt in Austin, TX.