Possible additional demands

Every national institute for roadsafety will have some additional demands for your EV. Weight issues, constructions, changes to the chassis or bodywork of the car etc. In the Netherlands we have experienced the following additional demands, and interpretations, by our RDW (National Service for Roadtraffic). The RDW is also responsible for providing the E-license.

  • every added switch, light, button should be provided with a clear symbol of it’s function, or a text to clarify it’s purpose.
  • Every high voltage cable should be orange, or wrapped, taped, folded, shielded in orange.
  • the inlet plug of the EV should be the mode 3, type 2 and NOT the red CEE plug.
  • the construction of the battery packs, and mechanical connection to the EV should be very shock resistant in case of accidents, and have a good ‘look and feel.’
  • make sure your conversion makes a good impression regarding finishing, quality materials and components.
  • the EV should have an additional userinstruction for the driver
  • a spare tire or some other solution for flat tires can still be mandatory.
  • an onboard charger should meet EMC standards
  • parts like a DC/DC converter, heater, pumps etc. should have CE marking
  • the “defogging” of the front screen should still be functional
  • markings on the tyres should be E- or DOT
  • measure the weight of the car, front axle and rear axle after conversion, officially rated on a calibrated installation
  • if the main relay(s) is/are shut off, there should not be high voltage on any part of the circuit. This means, that, if the + and – powercable which come out of the battery pack, should not have a potential difference more then 60V. As a consequence, it could be a solution to place extra relays inside the battery pack.
  • if changes have been made to the chassis and/or bodywork of the car, a torsion test will be applicable.
  • Every powercable (high voltage) should be protected against sharp edges, cuttings, torsion, overheating etc.
  • Keep or improve the good driving ability of the car, especially after placing the battery-packs. Low, and between the front and rear axle is optimal, but not always possible. Stronger springs and shock absorbers are good solutions for compensation.
  • Only use kit cars for conversion when they have EU type-approval in their petrolversion. The RDW will only accept changes on the powertrain, but not in combination with considerable changes on the chassis, or codywork at the same time.

Don’t forget:

  • on the approval day itself: bring the original license or title of the car, your driverslicense and your own ID!
  • If applicable: a document to empower another person.
  • check the chassisnumber with the license or title of the car.
  • do a check on the weight of the car BEFORE converting it, you will be surprised (or not) that automotive “flexibility” lies between 50-100kg