Submitted by MEroller on Sat, 12/08/2012 - 04:07
Originally mounted Kelly KBL72201 was too weak regarding startup current, replaced with better suited Kelly KEB72801X to allow starting on any slope it can climb at 30km/h.
Controller mounted on 2mm thick aluminum plate instead of steel for better heat dissipation.
Grin Technologies Cycle Analyst HC with 200A / 0,5mOhm shunt added for proper monitoring and logging of energy use.
Batteries:
GBS LiFePO4, 40Ah, 24 cells, Emsiso BMS7205
Charger:
GBS/Elite Power solutions EMC 72-10, max 87V, 10A
Controller:
Kelly KEB72801X, 140 cont./350 peak A, 72V
Conversion time and cost:
Stock: 6 150.00 € including active C-BMS that exploded some capacitors on a hot day...
Drivetrain:
Permanent magnet synchroneous hub motor, operated in BLDC-type block commutation (loud)
Heater:
120W grid-powered battery heating, hand guards
Lighting:
35W Halogen projector headlights (low and high beam)
Motor:
ZAP-Erider 5/8kW hub motor
Seating capacity:
1.5 (only 134kg / 295lbs payload)
Location:
Southern Germany, in use all year (including winter)
before comments
Submitted by podolefsky on Wed, 08/24/2011 - 08:39
My bike is a 1993 Suzuki GSX-R, converted to 100% electric.
The pic below shows a D&D series motor.
Soon switching to AC-20, Curtis 7601.
Conversion time and cost:
1 year, $8000 with series motor
Drivetrain:
Single reduction chain drive
Top speed:
70 mph (with 4:1 reduction)
Lighting:
Harley V-rod headlight with custom bracket, customized LED flashlights for tail and turn signals
before comments
Submitted by tgc on Sat, 02/27/2010 - 07:26
Batteries:
Odessy agm will chage to Life-po 80-100ah by April 2010
Controller:
Curtis 1236 ac controller
Conversion time and cost:
Drivetrain:
Custom belt drive w/Gates Poly chain
Motor:
Professional golf cars AC 72volt
before comments
Submitted by brammobrian on Tue, 01/12/2010 - 07:56
Batteries:
Valence, 6 x U1-XP modules, 76.8V x 40Ah
Controller:
Sinusoidal PWM - 96V peak
Conversion time and cost:
Not a conversion, $7,195 at Best Buy! (10% Federal tax credit included)
before comments
Submitted by Louie on Tue, 12/23/2008 - 06:35
The bike pictured on the far left, directly underneath the "V is for voltage forums" title.
Location:
Ningbo, China (1.5 hours from Shanghai)
before comments
Submitted by ChuckJ on Thu, 11/27/2008 - 18:06
before comments
Submitted by JordanRock on Tue, 11/18/2008 - 19:24
Lighting:
LED integrated tail light, stock headlight and turn signals
Controller:
Curtis AC15 mounted using transformer plate of a 500 kW Satcon inverter
Conversion time and cost:
Drivetrain:
Mounted where transmition was using 100 year old diamond plate 11 t drive to 68 t driven
Motor:
custom wound 3 phase AC induction by Hight Performance Golf Cart
before comments
Submitted by racermike39 on Wed, 07/30/2008 - 07:44
My first road legal high voltage system. I wanted a sport bike and worked very hard to make it undetectable as electric. This required very complicated battery racks, and most of my hours were spent locating and fabricating a battery rack. All factory body work was retained, and very few modifications to the body work. I sold my race car, and built 2 EV's. (The CBR and the electric Kawasaki 4 wheeler.)
Batteries:
(6) C&D TECHNOLOGIES 12V SLA AMG 75AH
Charger:
ONBOARD: (2) POWERSTREAM 36V 3.0 AMP. HOME: (6) B&D 2/4/6 BANK CHARGING
Controller:
KELLY KHD09600 600 AMP 96 VOLT
Conversion time and cost:
200 HRS ACTUAL WORK, 4 MONTHS RESEARCH, $3025 AFTER SELLING OFF ICE PARTS
Drivetrain:
DIRECT DRIVE 13/56 GEARING
Method for 12v system:
72V-12V 300WATT DC-DC FROM KELLY CONTROLS
before comments
