All I did for the testing to secure it was to tape across the open end of the "clamshell", then wrap the whole thing in the original largest cardstock piece and tape that along it's seam and once across each end. Just enough to ensure nothing could touch and short cells, basically. Then packed it into the cargo pod, which is styrofoam lined, along with that big piece of blue closed-cell foam in the pics above, stuffed beside it to keep it from being able to vibrate around (it's a really tight fit).
Some info crossposted from the CA review thread, as these readings are while using this pack:
The CA is definitely reading differently than the TWM or WU, particularly at higher currents. I took too long riding around and having fun on my way to work, so I only got there with just enough time to get ready and clock in, so I don't have trip info for the test ride/commute portions.
I recall seeing that they were almost the same between the WU and CA for Ah, and a little bit low on the TWM, but not by much. On the way home, that didn't hold true and I don't know why.
On the trip home, I got the following:
Code:
WU1 TWM2 CA
Ah 1.663 1.602 1.587
Wh 84 74 72
Wp 2056 2027 2844**
Ap 41.9 47.7 61.3
Vm 48.8 47.28 46.4
Vr 52.83 52.97 52.9
**Wp on CA is calculated by me using Ap x Vm, isn't displayed anywhere that I can find)
On the way riding to work and the test ride around, I figure I used about 3-4Ah, and probably had higher peak power levels, or at least longer peaks. I pushed it pretty hard after the first couple of miles, just to see if I could cause it to fail or to cut out (like LVC on the repaired string, for instance), which it didn't.
I didn't do any pedalling, so all the data is from the motor/controller/battery.
The BMS heatsinks for the discharge fets never got warm enough to notice, so I guess I probably won't need to put any heatsinks on them. Just ensure they're not packed in an unventilated box, and they'll be fine, I think.
Battery didn't feel warm at any point, even after I was done and had stopped at work, with it inside my styrofoam-lined cargo pod. I didn't have the top closed all the way, just an inch or so to let air in in case the BMS (sitting on top of the pack) needed ventilation, but I don't think it would ahve mattered if I'd closed it up, at least for this run.
After I go eat something I'll go measure cell group voltages, then start the charging process and note what they are at the end of it if I can (I might be asleep since I have to get up early).
Only real problem I had at all is that with this pack in the side pod, it's so heavy that I cannot just use the kickstand, I have to stick a rock or something under the cargo pod corner to hold up the bike or it'll fall over. :lol: Optionally I can set the parking brake and set the cargo pod over one of those cement end-pieces they put on parking spaces to let you know when you've pulled too far in.
That'll just about keep the bike perfectly straight, with most of them being just a hair shorter in height than the cargo pod's distance from the ground with the bike level.
But this pack will not go in the pod (or at least not in just one) once I am confident enough in it to have it as the only pack on the bike--it'll go in the frame like the NiMH does now. In place of the NiMH, probably.
then I am not pedalling at all, and starting as hard as I can (full throttle from a stop until I am reaching cruising speed of wherever I am). 
