Having participated in 4 conversions, and being the owner of 2 Solectrias, I have learned the some lessons. The list will grow.

1. The wiring harness is a BIG DEAL. It often takes much more time that the motor / battery installation. Depending on the complexity of a wiring harness, or if one is purchased, it is better to breadboard and run the entire system on the bench before installation in the vehicle. Especially, if it is a first time conversion. Running the system and understanding it, is important. The difference is that, on the bench, the drive motor does not see the inertia of the vehicle weight. This relates to regenerative braking.

2. I hooked up a battery pack with 10 gauge wire for testing, and used open connectors (2 prongs). Closed connectors (circular) work better, because the ends do not spread.

3. I saw a battery terminal that was melted on 2 occations, and of course, an open circuit. Culpret - undersize cables from WalMart, and an under torqued bolt. Lesson: Don't scrimp on the wire gauge. Some suggest using a belleville washer, to assure good contact.

4. Having driven Solectrias with regen, I really like them. All the new EV's, whether battery only or PHEV's will have regen. My E-10 has a pot on the dash that limits the amps to the motor. If I really want to hypermile, I set it to limit the amps to 80. Accleration is weak, but I can get a very good watt-hour per mile statistic.