From Classic to Electric: The Transformation of the DeLorean DMC-12

Retrofitting the DeLorean for the Future

In Reno, Nevada, a software engineer named Jacob Graham has transformed the iconic 1981 DeLorean DMC-12 into an electric beast aptly named AC/DMC. 

Jacob’s journey began with a vision sparked by the “World’s Fastest DeLorean”, fitted with a 3.8L twin-turbo V-6, and featured on Drive with Matt Farah. Acquiring this exact DeLorean in 2014, he quickly realized the classic was far from the smooth, futuristic ride he dreamed of. It was a project begging for a revival, and thus, the seeds for AC/DMC were sown.

“I bought the DeLorean in March 2014 after seeing the video. When I received it, it was in poor condition: the wiring was ratty, the engine was shot, and the clutch was terrible. It had essentially been sitting since the early ’90s. I stripped it down to the frame and restored it. The Buick Grand National engine was rebuilt, but after getting it back in, I still wasn’t happy with it; it wasn’t the smooth driver I wanted. As a result, it sat for a bit, and I started looking at other options,” Jacob said about the initial stages of the project.

Jacob’s new decision to embark on this electric journey was fueled by the previous project he was involved in, building his friend Jim Belosic’s “Teslonda,” and a burning desire to master the arcane arts of building his own AC inverter. “After the Tesla-powered Accord project, I really wanted to learn the ins and outs of building an AC inverter from scratch. I have an electronics and computer engineering background, but I hadn’t taken on a complicated mixed-signal project before. It was a stretch goal of sorts,” he said.

Jacob selected the 2016 EM57 Nissan Leaf motor, producing 80kW and 250nm, for his soon-to-be electric DeLorean. Once he confirmed it would fit, he pulled the engine out and started grafting the Leaf motor into the car. The motor installation, a critical step, was achieved through custom-designed mounts that cradled the Leaf motor without altering the DeLorean’s frame.

“I started the project by removing all the ICE-related components—engine, transaxle, fuel tank, fuel lines, fuel pump, and HVAC plumbing,” Jacob said. “This gave me a sort of blank slate to work with. I separated the body from the frame so I could get to planning the most important parts of the build—drive unit and battery installation. With the body off, I could gain good access to the frame to measure everything.

“I started with the drive unit install,” he continued. “I wanted to reuse the factory engine and transaxle mounts without modifying the frame. I designed the mounts in SolidWorks and laser cut them out of 10-gauge mild steel. With the motor in place, I got to work on the axles. The 2016 Nissan Leaf and the DeLorean have the same diameter axle shafts. I did the unthinkable and cut the Leaf axle and DeLorean axle in half and welded them together—each half is keyed into each other mechanically. Then, I TIG welded a DOM tubing sleeve over the join. It has held up well in my four years driving the car.”

For mode selection (drive, reverse, neutral), Jacob wanted to keep the car’s look as factory as possible. He laser cut a switch mechanism that would fit inside the original shift boot for the 5-speed shifter. Pressing the shifter forward puts the car in reverse mode; the middle position is neutral, and the rear is drive.

“Next up was the battery install,” Jacob said. “The 24kWh Leaf pack has 48 modules. Some measurements showed I could fit 24 of them in the car’s rear between the frame extensions. I designed and installed a battery box out of laser-cut 10-gauge mild steel. The front of the car had enough space to hold 12 modules on top of the K-member, while the original location of the fuel tank also had exactly enough space to hold 12 modules. I designed a bracket that would bolt to the original fuel tank mounting points and hold the modules.”

Jacob opted for the Zeva EVMS V-3 battery management system because of its compact satellite modules. Given that the pack is divided into three groups across the vehicle, this choice was a perfect fit. To connect the BMS satellite modules to the Leaf battery modules, he designed a custom printed circuit board (PCB). This approach significantly streamlined the BMS wiring.

An Inverter Saga

The journey to find the right inverter was a rollercoaster of triumphs and setbacks, spanning a challenging year. Jacob ultimately emerged victorious with a functional custom inverter. However, in a pragmatic twist, he later switched to a Nissan Leaf Gen 2 inverter. This shift marked a transition from the exhilarating but erratic experiments of a mad scientist to the dependable solutions of a seasoned engineer. Control was a central theme in the creation of AC/DMC.

“Initially, I installed a custom 300kW inverter in the car, based on Arlin Sansome’s design,” he said. This took me a full year. I ran this inverter for several years before transitioning to an 80kW inverter from a Gen 2 Nissan Leaf. The primary reason for this change was peace of mind. Although the 300kW inverter performed admirably, it occasionally became temperamental. Eventually, I reached a point where I simply wanted to enjoy driving the car without any worries. The control system for the 80kW inverter is the Zombieverter VCU from EVBMW.com. I chose this VCU because its software is open source, allowing for customization. Additionally, it supports CCS and ChaDeMo fast DC charging.”

The main fuses and contactor are located at the rear of the car, underneath the inverter. This setup includes two Gigavac GV200 contactors (main and positive), one Tyco precharge contactor, a 400-amp Ferraz Shawmut fuse, and a 1000a IVT-S current sensor. The bus bars are made of nickel-plated, laser-cut copper.

Jacob’s reflections on the importance of being comfortable with failure and viewing setbacks as learning opportunities offer valuable wisdom for any complex project…

The final step involved installing the on-board charger and DC-DC converter. Jacob selected a 6.6kW Elcon charger and a DC-DC converter from a Chevy Volt. The Zeva BMS controls the charger, while the Chevy Volt’s DC-DC converter is managed by an Arduino microcontroller running his own software. Both components are mounted on a laser-cut 0.125-inch aluminum “floor” for the DeLorean’s frunk. For the charge port, Jacob aimed to maintain the car’s original fueling location—under the hood. He designed and laser-cut a 0.074-inch stainless steel base plate to frame the CCS port, allowing it to mount seamlessly to the DeLorean.

The front battery box also incorporates a mount for a 5kW cabin heater from a Chevy Volt. His current plan includes installing the new boxes, the cabin heater, and an A/C compressor from a Tesla Model S. These additions will be integrated with the DeLorean’s factory HVAC system, enhancing the comfort of Jacob’s drives.

Aspirations and Long-Term Dreams

In the short term, Jacob’s focus is on enhancing AC/DMC’s functionality, specifically finalizing the CCS charging support. This upgrade is crucial, enabling up to 50kW charging speeds. Installing more weather-resistant battery boxes and integrating the Chevy Volt cabin heater and Tesla Model S A/C compressor with the factory HVAC system will make AC/DMC a comfortable and practical daily driver.

Looking to the future, Jacob envisions significant upgrades to both the battery pack and the inverter. Aiming for a minimum range of 150 miles, he is considering the 40kWh pack from a 2018+ Nissan Leaf, which would fit well with the existing battery boxes. The possibility of returning to a 300kW custom inverter, paired with an upgrade for more accurate motor positioning feedback, promises to enhance both performance and efficiency.

Jacob’s advice to those considering their own EV conversion projects is clear—do it. His emphasis on the pleasure and reliability of driving an EV-converted vehicle and encouragement to explore the DIY world provides a motivational message for potential converters. Moreover, Jacob’s reflections on the importance of being comfortable with failure and viewing setbacks as learning opportunities offer valuable wisdom for any complex project, not just EV conversions. AC/DMC truly shows what can be achieved when passion meets persistence and a classic car is reborn with an electric heart.

SPECS

owner

Jacob Graham
Location:  Reno, NV
Year, Make, Model: 1981 DeLorean DMC-12
Vehicle Name:  AC/DMC
Overall Vehicle Weight:  2888 lbs
Amount of Time to Build:  6 months
Cost to Build:  $12,000
Occupation: Software Engineer

Motor & Drivetrain

Motor Swap Performed By:  Jacob Graham

Motor Drive Unit Year, Make, Model:  2016 Nissan Leaf EM57

Power:  80kW
Torque: 250nm
Voltage:  400V
Max RPM:  10,390 rpm
Peak power RPM: 2700-9000rpm
Max continuous power:  80kW
Peak Current:  255a
Motor/Transmission mounts:  Custom, 10ga mild steel
Control system and software: Zombieverter VCU, Custom Software

Battery System & charger

Pack Design: 2012 Nissan Leaf (48 modules)
Cell Type: NMC Pouch
Module manufacturer & configuration: Nissan 96S2P
Battery capacity (in kilowatt-hour ): 24 kWh
Battery locations: Front (12 modules), center (12 modules), and rear of car (24 modules) for a total of 48 modules
Highway range:  80 miles
City range:  90 miles
Charger kW charge rate: 6.6kW
Charger location: Frunk
DC Fast charging: CCS

Chassis/Suspension

Installation Shop: Jacob Graham
Chassis: Factory
Rear suspension setup: Factory
Control arms:   Timeless Steel / SPC Adjustable Upper,  DeLorean GO D-Arm Lower
Springs: QA1 200 lb rear,  QA1 375 lb front
Shocks: QA1 Promastar Coilovers

Wheels, Tires & Brakes

Front Wheel Brand, Size, Width, Backspacing:  Factory 15-inch wheels
Front Tire Brand and Size:  Kumho Ecsta 205/50-15
Rear Wheel Brand, Size, Width, Backspacing:  Factory 15-inch wheels + 20mm spacers
Rear Tire Brand and Size:  Cooper Cobra 235/60-15
Front Brakes:  Wilwood Superlite II / 12.19 x 1.25-inch rotors
Rear Brakes:  Wilwood Superlite II / 12.19 x 0.81-inch rotors

Interior

Install Shop: JD Auto Trim
Steering wheel: Alcantara wrapped with laser-etched AC/DMC logo in the center
HVAC System: 5kW cabin heater from Chevy Volt and A/C compressor from a Tesla Model S
Radio Head unit: Blaupunkt Bremen SQR 46 DAB
Speakers: Kicker 3.5-inch fronts, Kicker 4×10-inch rears

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