1. jehugarcia
   Hey jehu, nice videos. Your show has a nice mix between technical information and sharing experience.
   But I wonder if the regenerative braking wouldn't be better like Teslamotors' approach to one-pedal-driving? It would be than all about the motor controller to regen if you go below the neutral point of the accelerator pedal. The regen would be still there if you brake, so still both, the brakes and the motor, slow together down your Samba. The accelerator would also act as sort of a dead man switch and brake to reasonable speed if you let go of the accelerator for unforeseen reasons. That way you wouldn't need a hydraulic transducer.
   Did I miss something why the one-pedal-drive isn't preferable? Is it because you couldn't use full regen for one-pedal-driving because it would break to much, but you want to provide full regen for braking for the shortest braking distance possible?

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2. I've rebuilt hundreds of dc motor controllers. I've rebuilt dozens of AC motor controllers. I run a group that has built and promoted EV's since 1967. DC has a 3 flaws. 1) When fets or igbt's die, they die 99% of the time in a shorted condition. In a DC system that means full throttle is the failure mode. That's why experienced EV builders have a circuit breaker installed with a pull cable on the dash to kill the system in case of a failure. If a fet or igbt shorted in an AC system, the logic kills the power to the fet drivers. Also without all 3 phases working in sync, the AC system won't power the motor with a shorted fet or igbt. So AC's failure mode is to stop running. DC has been the DIY choice for decades because it's simple to buy and build. REGEN: The only DC systems with regen are typically 48 volt and lower H-bridge motor controllers. 2) The problem is that they have to use twice as many transistors. One group for forward, and another group for reverse. To make an automotive level system, the controller itself would be physically huge due to twice the volume of transistors. Also, the transition between the forward and reverse groups, is a pain in the ass to make it operate smoothly. AC systems have regen with only one set of 3 transistors. Generally they use an industrial igbt module that handles 600v and 300-600 amps. The module has only one giant igtbt in it. You can buy them on Ebay. 3) DC motors are very limited to low rpm ranges because there is so much copper in the rotor that centrifugal force will break it apart if it over speeds. AC motors have far less copper in the rotor, assuming that it doesn't have an aluminum rotor. The old AC systems from 20 years ago can spin up to 13,000 rpm. The newer systems can go as high as 16,000 rpm. DC motors are more expensive to make due to all of the copper and the brush housings. AC motors are used in industry to power almost everything in your life. So they are far more readily available to adapt to EV use. Juhu, I will only respond to you since you are the one doing the real work, not just blowing hot air. Your channel rocks brother! I think a throttle pot would be far more reliable and safer than a hydraulic transducer.

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3. How to build 1200 cell lithium ion battery pack (my video on yoouu tubbbbbeee)

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4. you keep talking as if regen breaking only works with AC,  DC permanent magnet motors work great as generators thus great for regen.

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5. It would be interesting to find out how this affects your steering. The additional braking ability of the rear wheels will induce more steering and perhaps even oversteer? How would the chassis respond in wet weather? Just some things to think about I suppose. Thanks for the videos.

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