I would load a known good dcf. Say the one from Max or Gabe.
Any problems would be hardware related.
We know that encoder wiring or low voltage setting can fault at high rpm.
Now, throttle wiring may cause faults.
Need to eliminate any possibility of things battery, vcm, or bms related.
To start we need known good dual throttle dcf. Max is close, I think.
No reason a dual throttle won’t work, but if you want to go over to the dark side, copy @MikeKC . Maybe for a test at least.
Ok… let me go back to shielding for now and I’ll sit tight for Max’s file.
I’m afraid that we will all be doing our own duplicate testing.
Nothing wrong with that, I guess. 
Agreed. Max seems to be the horse to bet on right now. I don’t want to cause more confusion. Delegate to me if there’s something you want me to try or test
Just to have something in mind, max has an E6 so hammering the throttle might pull more amps than our E4’s due to the weight.
Confirmed we need those contactor settings changed as with my old file I was reading 85v at the contactor 
There’s no right file as some like more torque, some less, some more regen, some less, but darn it we’re about as good as we can get with this one. Now we need to figure out how to get that GEM instrument cluster to work. Interestingly, when I enable a vehicle speed TPDO, I am showing speeds of hundreds of KM/H. Somehow in the last couple weeks, I’ve put 6000 miles on my GEM odometer. This might help us understand the relationship between GEM cluster, Sevcon, and ECU…ECU is getting mileage from the Sevcon and outputting that to the GEM cluster…has me thinking…
Interesting, were you able to make the speedometer move?
Negative, can+ and can- wires from the controller, cluster, and the Ecu all hit a junction so in essence the new Sevcon controller is directly connected to both the ecu and the cluster, there has to be a way
There is scaling built into the Sevcon, but the speedometer may be set up to read raw rpm data. Maybe we can use it for a tach.
The file I sent you is grants from Mike. Unless mike changed things, Grant is at B+ to the coil, but maybe he put in a 72v contactor after burning out the first one.
Right you are.
Makes perfect sense when looking at them in DVT. Intuitive, like the rest.
I connected to my 48v truck and new controller, coil was 50v, as you predicted.
Dropped to 48 when enabled and to 29v when hold enabled.
Looks like a recall is in order for all our conversions. 
For sure the 25s high voltage ones.
Can you sniff can data? I have nothing here.
Do you suppose everything is on node 1?
The speedometer may be purpose built to read non standard data from VCM.
Or could the VCM read the raw rpm and send scaled data on a different node.
I have no idea how it works.
We know that vcm is still talking to the dash. F-R etc. I would think that loading the original tpdo into the new controller would work.
There is a way to load partial dcf into controller. Such as motor data or drive profiles. Is there a way to copy and past the tpdo?
I know that Mike does his mods in the dcf text file, then reloads it.
I write it in dvt one line at a time, pita for more than a single change.
The speedo has got to me in the TPDO’s (Velocity) -
TPDO must be at the correct addresses and correct bit count to work correctly on the CAN bus. That is the first step.
All our controllers have changed the TPDO’s from stock.
Hey mike It’s Velocity or Vehicle speed?
I believe that it is called Velocity in the TPDO’s -
I am going to break out the factory controller that @Erniea15 sent me and see if I can figure this out.
Maybe later tonight - heading out to the American Royal BBQ for a few hours, If I am of right mind when I get back I will take a look, if not tomorrow.
I still have your speedometer here. Was going to connect it on the bench, then thought, why bother. No different than playing with tpdo in my 2018. (not running)
First step. Stop messing around with 80v controllers and put in a known running 48v Polaris Ranger EV clone.
Done, about 1/2 hour later have a poorly running 2018 Gem.
Rangers are kind of doggy.
Second step. Load a Gem EM-1400 dcf. May run out of daylight for testing. The EM-1400 is very sporty to drive with similar motor to my 2018 truck.
Only difference is that I have a S6 48v in place and the 1400 is a S4. Both use the Polaris off road DLD. Should load with no errors and be ready to roll.
Yeh, right. Like that could ever happen.
If it works fairly well, on to Step 3.
Try messing with tpdo settings.
Anyone know a way to load them from another dcf. Like put the Gem EL tpdo file in my 1400 clone. Manually will suck ass.
Isn’t that where the best ideas come from anyway? stories that start with, so I was drinking 
Seems you aren’t using it much. Any second thoughts? It needs the updates to keep coil from overheating. @Erniea15 got the sw/hw from an ev place, but it was the better part on $1k.
I can lend you the dongle, but not sure if you need licensed sw on your machine to remotely program.
Can you get the car to one of us for repair?
You get throttle faults too?
I do get the faults. I couldn’t nail it down to anything specific.
My summer is 115 so I didn’t drive it much.
Do you know if the older software with the v1 dongle works with our controllers?
Would it be better to ship off the controller. Sending the car again doesn’t sound like any fun.
Yes, it’s finding the right dongle and the old sw. From what I hear it’s sketchy.
See if Gabe’s clearview can change any needed parameters.
Most of the guys have been able to get a free license. Worse case $100 from a contact at borg warner.
I do have one extra dongle to loan or sell if you get the sw and license. I think they are up close to $400 now through normal sources.
Max has a contact in France that can set you up.
(To be safe I think you should make the guy you bought it from buy it back) 
