HONDA CBR 600 F3 CONVERSION
Well this is my third EV project. I was so encouraged by the results of the Kawasaki 4-wheeler conversion, that I knew a daily driven street vehicle was within reach. I sold my ICE race car last fall, and decided to devote the $ to an electrtic vehicle. I calculated and researched cars, and decided that a car at this time was not within reach financially. With permission from my wife, I decided on an electric motorcycle. I researched this forum, the Austin EV website and many other links to nail down the voltage, frame and bike size. I was inspired by many, mostly by JDH2550's CB750 conversion. The information and links from his blog were most helpful.
I started looking at sport bike frames in the 600-750 range. My goal was to purchase a bike that had disk brakes, good aerodynamics, and stout enough to handle the weight and have room enough for a 84-96 volt pack. My first searches were for a cheap donor. What that led to was long drives to look at junk. I later upped my threshold of spending on a donor. In the end, I wanted a bike that looked good, was reliable, good part availability, supported well by the aftermarket such that when it was completed, it would represent a well designed and performing EV. I want to build a bike that could be sold for reasonable money, to possibly finance another EV, and sell it with confidence that it was with good quality, matched components.
Here are the goals.
26 mile commute with 8 miles highway, and 18 miles 30-45 MPH secondary roads. Charge at work.
50 mile range at approx 45 MPH.
70 MPH capable.
Rides to the beach with my wife. 30 mile round trip.
The donor search ended with the aquisition of a 1997 Honda CBR 600 F3. A very good running clean bike, only needing front fork seals, chain and rear tire. We found it on Craig's List. This is the night we brought it home.
We have removed the ICE, and work began to try and fit 8 UB12550 55AH batteries in this frame.
I was conviced I could model the bike in my CAD system (SolidWorks)and determine where all the batteries would/could go. What I quickly learned was they wouldn't fit. I did not want to eliminate or modify the factory body work such that it was obviously electric. I was also trying to maintain the aerodynamics. The SolidWorks model proved that it would not work. Also I was loosing patience measuring and modeling. Here is the SolidWorks model I used:
This is the configuration I will use. However, I did not arrive at this configuration as a result of the CAD model. I had to do the battery oragami as did JDH25550 did on his CB750.
As much as I tried to avoid this excersize, it was the only way to be sure it would work.
This confirmed what the CAD model was telling me. I realized I would have to modify the lower fairings to get all the batteries in. I found that the lower fairing needed to be widened 4-1/2" to allow the space to be filled with batteries.
From the side and even the front, the fairing did not look rediculous. This allowed the batteries to be positioned such that 8 (96V) would work. Up to this ponit, 72 Volts looked to be all this frame would handle.
Here is a shot with the tank in place. The tank has not been cut out yet, so I will have additional room for the controller, contactor and DC-DC converter.
The only modification so far was spreading the fairing, and trimming out a protrution that in the fairing that was costing about 2" of battery room.
Next I was able to use the factory manual to get rid of the engine management computer and wiring. I also mapped out the wiring for using the key switch to activate the DC-DC converter, and the run/stop switch to activate the contactor. I think I stole those ideas from andrew on this forum.
The next step is to get the motor here and get it mounted. I will keep you posted as things develop.
Thanks again for all your help!