WOW, it’s been a while since i posted on hereI built these boards 8 yrs ago, mine is the blue one and my sons is the red one, both with Torque Boards parts, Psycotiller (RIP) enclosures and still using 2 4.12 flipsky esc, only one has burnt out over the yrs and one switch. Anyway, i’m currently waiting on a new battery so i figured i should upgrade some parts anyway. A friend of mine told me about a dual 6.7 esc from a company called Autoro so i purchased one in Amazon for $150 to try it out. Anyway, here is the pics from the boards and the esc. Again my board is the blue one and i’ll keep updating this thread on the upgrades,
Forgot to mention, in 2021my son left to the U.S. Marine Corp. and when he got stationed at his base, he came home on leave and i redid his board and he took it with him and was riding on the base so he didn’t have to use his car while on base, the pic of the red board was how i redid his deck, new belts, etc. He rode that thing on base for 3 1/2 yrs.
You need to calibrate each ESC individually for each motor—every single time. There are always slight differences. I’m no expert, but feel free to post your settings… I’d also take a close look at things like FOC. Have you checked if you could flash the newer firmware, version 7.0?
No, those cells can do about 30A each which means 60A in a 2P configuration and when you divide by 2 motors that’s 30A again. So the ridiculous default of 99A is way too high, I would put that around 20-25A personally. But not over 30A. They technically can go higher if you are monitoring cell temperature, but that’s another discussion. I personally would go about 22A for “Battery Current Max” on each motor. “Battery Current Max Regen” typically needs to be greater than the additive inverse of that. In this case higher than -22A, like maybe -15A or so.
As far as the “Battery Voltage Cutoff” start and stop, there is a whole thread but I would choose
I have no experience with that Autoro ESC so I don’t know what motor currents to suggest. With unknown motors and unknown (to me) ESC, those 60A maximums seem pretty low and pretty safe.
Also this is important:
Make sure you do all of that (waves hand) for each motor.
Thank you for the help. The last time i worked with vesc tool was 2018, if i remember it the tool didn’t look so nice as it looks now and much more options to change stuff than back then. Much appreciated.
Did all the settings you gave me and for some reason my VX2 remote is only spinning up one motor. Esc is running 7.0 FW on both sides, i have it on uart and using can. remote is binded as before i did changes. It’s driving me nuts.
It’s best to post screenshots of all the settings you have for ESCs A and B before you take the board out for a test ride… so a VESC expert can take a look at them. Be careful when testing the brake settings… or the failsafe behavior in case of remote control signal loss.
Don’t make regen -8a, it’ll lead to very low power brakes at high speed. I always put it the same value as battery amps for acceleration (just minus).
P42A can do 30A constant or 45A temperature controlled per cell depending on how the pack was built. And it can do the same absolute values in regen as well.
This refers to the charging current during regenerative braking (battery charging current), not the motor or phase braking current.
Molicel specifies a standard charging current of 4.2 A and a maximum charging current of 8.4 A for the P42A cell. The 45 A figure refers to discharge performance, not charging or regenerative braking performance.
With a 2P battery pack and two ESCs, a regenerative current of -8 A per ESC results in a total current of -16 A for the battery—meaning approximately 8 A per cell. This is already very close to Molicel’s specified upper limit of 8.4 A for charging current.
A setting of -30 A per ESC could theoretically mean around 30 A per cell, and -35 A per ESC even around 45 A per cell (e.g., in the rain). These values far exceed the maximum charging current specified by Molicel.
In summary: While a value of -8 A might limit braking performance at high speeds, this is a consequence of using a 2P configuration; it does not mean that the discharge rating can also be used as a benchmark for regenerative charging current. I also recommended testing cautiously… It goes without saying that a 2P setup isn’t built for high-speed racing. It would be a shame if the battery died after just 500 km.
