How to convert your motorcycle to electric?

08 Apr.,2024

 


The growth of the electric vehicle market has sparked a new trend in the car world. Older vehicles like Land Rovers and VW Beetles are having their busted motors ripped out, and replaced by electric drivetrains. Since a car’s motor is hidden the conversion doesn’t ruin its looks—but on a motorcycle, everything’s on full display.

If you’re going to convert an old bike to electric, and you don’t want it to look scrappy, you need a more considered approach. This cute Honda CB200 from Omega Motors shows how to do it right.


Omega Motors is a side-project for Nick Nieminen, James Hollis and Ian Iott. Nick and James used to work at the San Francisco e-bike company Monday Motorbikes, and after they left, started throwing around the idea of a ‘modern classic’ electric motorcycle.

Nick is in San Francisco, but James moved to Germany and Ian is based in Ohio. So the guys worked in small bursts when they could all get together, and remotely the rest of the time. It took them about three years to go from a bone stock 1975-model Honda CB200, to this: the Omega ‘EV200.’


Nick and James had a lot of untested ideas from their time at Monday, so the project was a way of trying out stuff that wasn’t practical for a production bike. “We felt like many brands were taking the newfound design freedom of electric drivetrains a bit too far,” says Nick, “making bikes that had lost some of the motorcycle spirit that makes folks get nostalgic.”

“We wanted a bike that performs like a modern day electric vehicle, but inspires similar emotions to the motorcycles that we’ve grown to love—rather than a boxy, futuristic aesthetic.”


Keeping much of the original CB intact was central to the project. So the guys refurbished the Honda’s front forks, wheels and brakes, even retaining the cable-actuated front brake and rear drum brake.

The frame needed only subtle modifications. The team shortened it and removed the welded-in rear fender, cut off the passenger peg mounts, and cut a small bit out of the spine to weld in a mounting plate for the controller. Surprisingly, the original motor mounts are still intact—the new electric motor and battery are attached via a set of custom mounting plates.


The motor itself is an off-the-shelf unit from Golden Motor, rated at 5 kW nominal / 10 kW peak power. Omega added a Kelly Controls controller, and made their own PCB. Those are all packaged under the seat and the modified fuel tank; the charge port is accessible via the gas cap.

At the heart of the bike is a 1.6 kWh battery pack, designed and built specifically for the EV200. “We had considered buying something off the shelf,” says James, “but the options for an appropriate pack back then were extremely limited. It was mostly small e-bicycle packs, or bulky kits for golf carts that would’ve made for a really underwhelming motorcycle experience.”


The idea was to build the battery as a quick-and-dirty proof of concept, but then the guys visited Jeff Tiedeken—who used to be a welder and fabricator at Roland Sands Design. Jeff saw potential for more, so he helped the guys fabricate the stylish aluminum enclosure you’re looking at here.

That inspired the guys to go to town on the finishes for the EV200. It ended up with a crisp white livery on the fuel tank, and bright orange cables to mimic the spark plug cables on older bikes. Up top, the original seat was trimmed down, then recovered in brown leather.


The same leather’s been used on the custom tank pad, part of which lifts up to reveal the battery display screen. But there aren’t any visible digital things—Omega rewired everything to work with the original speedo and switches, and even repurposed the clutch lever as an analog regenerative braking control.

“Keeping the original switches was actually a major pain in the ass, and a bit of wiring nightmare,” admits Nick. “But we thought it was an important touch point for this kind of reinvigorated retro vibe.”


As for the numbers, they’re modest—but the guys are still dialing in the settings, and were never aiming for eye-watering performance here. Top speed is currently 60 mph, with a range of 30 miles and a charge time of five to eight hours. But the EV200 weighs only 245 pounds, which is 22% lighter than a stock CB200.

The powertrain is configured to peak at 200 amps, a play on the bike’s original 200 cc displacement. “The CB200 was always a small bike,” says James, “so the powertrain of the EV200 was intended to match that around-town use case. The battery is as much as you need for an urban bike without weighing it down, and currently it’s geared more for torque than top speed.”


The EV200 is a fascinating design and engineering study, a great first project, and a handsome custom bike to boot. The team’s already working on the next logical step: conversion kits, or at the very least, partial kits for custom fitment. Just the ticket for anyone with a classic in the garage with a blown motor, wouldn’t you say?

Omega Motors | Instagram | Photographs by Isaiah Jones

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Motorcycle Conversion to Electric

•Take a look at some examples pictured below. Click the electric motorcycle conversion to view details.

Electric Motorsport

Yamaha FJ1100

Kawasaki 750 Ninja

Grand Prix Bike

Electric Motorsport Details

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Yamaha FJ1100 Details

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OwnerGarret Maki Owner's Other EV1985 Yamaha FJ600 LocationBroomfield, Colorado US Web/Emailhttp://www.geocities.com/openear2001 Vehicle1984 Yamaha FJ1100
motorcycle MotorD&D Motor Systems, Inc. ES33 Series Wound DC
12 HP cont.
36 HP peak
Drivetrain#40 chain 4:1 ratio ControllerAlltrax AXE7245
72 Volt 450 Amp Programable Batteries6 Trojan SCS150, 12.00 Volt, Lead-Acid, Flooded
100 Ah System Voltage72 Volts ChargerDelta-Q Technologies QuiQ
72 Volt 12 Amp for traction pack.
2 Amp for auxilary battery.
Both mounted under the tank. DC/DC Convertersealed 20 Ah auxilary bat InstrumentationLink 10 meter,
CasaDelGato battery monitor of each battery with warning lights in the dash using fuel and Oil lights.
Amp meter on motor circuit too. Top Speed70 MPH (112 KPH)
depends on the gearing Accelerationgood, like a 500cc bike Range22 Miles (35 Kilometers)
best yet stop and go 35 mph range still had juice in the batteries Watt Hours/Mile120 Wh/Mile
Average of 30 freeway commutes EV MilesStart:32,000 Miles (51,488 Kilometers)Current:33,000 Miles (53,097 Kilometers)Total:1,000 Miles (1,609 Kilometers) Seating Capacity2 adults Curb Weight660 Pounds (300 Kilograms)
stock was near 600 Tiresstock Conversion Timerunning in 2 months, 6 months to refine. Conversion Cost$3500 roughly Additional FeaturesIt's got new paint now.


Kawasaki 750 Ninja Details

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OwnerSteve Limon LocationChino, California US Vehicle1987 Kawasaki 750 Ninja MotorD&D Motor Systems, Inc. Separately Excited DC
Pulls really well - barely gets warm! DrivetrainDirect drive (#40 chain) ControllerAlltrax 400 amp Batteries4 Wal-Mart Marine, 12.00 Volt, Lead-Acid, Flooded
85 ah (about $45 each). System Voltage48 Volts ChargerFour on board chargers - one for each battery. Six amps each. DC/DC Converter Cheap one - about $40
Disconnected it - really decreased my range! Tapping 12 volts for now. InstrumentationBicycle speedometer (stock one was broken). Generic multimeter. That's it! Will install battery meter soon. Top Speed45 MPH (72 KPH)
6:1 Gear ratio so top speed is limited. AccelerationExcellent acceleration - quite quick! RangeStill testing - not much. Watt Hours/MileDon't know yet. EV MilesCurrent:0 Miles (0 Kilometers) 

    As of 11/24/2007

Seating Capacity2 (Ran just as well with a 140 pound passenger!) Curb Weight460 Pounds (209 Kilograms)
About same as ICE TiresPirelli Demons Conversion TimeAbout 50 hours labor over about 3 months. But TONS of hours looking at Austinev, YouTube, and other websites getting ideas! Conversion CostAbout $2,800 including donor. Additional FeaturesChose the Alltrax Controller because it comes with free software to adjust motor power, throttle rate, etc. Can also print a history of what happened (amps used, voltages, throttle positions, etc).

Grand Prix Bike Details

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Electric Motorcycle

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OwnerNoah Podolefsky Owners Other EVs1997 Chevroelt S-10EV
EVD LocationBoulder- Colorado US map Web/EmailWebPage Vehicle1994 Suzuki GSX-R 1100 This was a 94 GSX-R 1100 rolling
chassis that I bought off of e-bay.
These have a large and square main
frame for motor and batteries. It
arrived in about 1000 pieces- which
Ive been slowly putting back together
over the last 8 months.

Inicdentally- GSX-R stands for Grand
Sport eXperimtal - Racing. I replaced
Racing with Electric...which made it
sex-E. MotorD&D Motor Systems- Inc. ES-15-6 Series Wound DC
Went back and forth - finally settled
on this. Consensus seems to be that
regen on a motorcycle is pretty
useless...and these motors have more
power than the equivalent sepex or PM.
AC has a bit more power- but at more
than twice the cost. DrivetrainDirect chain drive 5:1. 65 tooth rear- 13
front. ControllerAlltrax 7245
Pretty standard. Batteries24 other GBS- 3.60 Volt- Lithium Iron Phosphate
GBS LiFePO4 from Elite power solutions.

They rate the set up at 60 Ah- 87 V
max- 76 nominal. Integrated BMS.

The wider battery packs that bulge out
near the front are suggestive of the
inline-4 from the original GSX-R. System Voltage76 Volts Charger
Elite Power Solutions HeaterLeather jacket. DC/DC Converter ???
This is the little 10A deal that
Thunderstruck sells. It only has to power
my headlight- LED tail and turns- and the
gauge cluster (about 7A total). Its cheap
and small. InstrumentationTrailtech Vapor Top Speed70 MPH (112 KPH)
...at least- thats the plan. I have it
geared to hit 70 at about 4700 RPM. The
ES-15-6 is rated to 5500 RPM- so Im
hoping this will hit 70 with room to
spare...but well have to see. AccelerationFast...I hope. RangeI dunno. Others with similar setup say 30-
50 mi- so thats my guess. EV MilesCurrent:0 Miles (0 Kilometers) Seating Capacity1 adult Curb Weight375 Pounds (170 Kilograms)
About 100 lb lighter than the original ICE
GSX-R 1100. (Estimate based on weight of
rolling chassis + specs for motor /
controller / batteries) TiresMichelin Conversion TimeSo far- about 12 months...just finished
the bike 1/15/2011. Still a few odds and
ends- but it is together and running. Conversion CostIve pretty much lost track- but I
estimate about $7000 invested. Additional FeaturesIve pretty much rebuilt this entire bike from the ground
up. It came in about 1000 pieces- many of which didnt
even match. I spent hundreds of $$ on new parts- paint-
more parts- more paint...

Custom headlight- taillights- turns- stripped everything
down and repainted...fabricated the motor mount-
headlight bracket- indicator lights- shaved the subframe
and recovered the seat...after market lower fairing-
mirror...

Anyway...describing all the custom fabricated and
machined parts is too much for here. Please check out my
web-page. Ive done everything myself- either in my
garage or in the machine shop where I work.













Electric Motor Sport - GPR-S

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OwnerP LocationAustin- Texas US map WebWebPage Vehicle2009 Electric Motorsport GPR-S Street legal bike up to ~70 mph with 15-tooth sprocket. Fun bike thats easy to ride.

The original configuration was with SLA cells. Range was too short so I upgraded to LFPs. Its much more useful now. One of the great features of the GPR-S is its modularity and flexibility. Few other bikes even have the option to upgrade to a completely different battery chemistry. MotorD&D Motor Systems- Inc. Separately Excited DC DrivetrainDirect drive D&D Sepex regen motor with Sevcon PowerPak. Up to 25hp / 4500 rpm. ControllerSevcon PowerPak PP784 Batteries24 Thunder Sky 40Ah- 3.20 Volt- Lithium-Ion
TS LFP (lithium iron phosphate) batteries System Voltage72 Volts Top Speed70 MPH (112 KPH)
Range30 Miles (48 Kilometers)
Upgraded from SLA to LFP which tripled the range. Watt Hours/Mile100 Wh/Mile
EV MilesStart:9 Miles (14 Kilometers)Current:1-020 Miles (1-641 Kilometers)Total:1-011 Miles (1-626 Kilometers) Seating Capacity2 adults Curb Weight310 Pounds (140 Kilograms)
Conversion Cost$6700 + $3300 (LFP upgrade) Additional FeaturesRegenerative braking
Integrated charger w/ power port (mod)
USB charge port (mod)
Standard motor mount points allow for easy upgrades
LFP battery upgrade



1989 Yamaha FZR 600

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OwnerAndy Nyman LocationLittleton, Colorado US map Email Vehicle1989 Yamaha FZR 600 One of my old road race bikes MRA #128
Sold the ICE motor. MotorD&D Motor Systems, Inc. ES-15A-6 Series Wound DC
* 48-72 VDC Series Motor
* 9 HP @ 72V Continuous Rated
* 65 Ft /Lbs Torque Peak
* 30 HP Peak with 450 Amp Controller

* 7/8" Single-Shaft, 6.7" Dia by 12.28" Long
* Actual weight 62 lbs DrivetrainDirect drive- 13/60 Sprockets (4:62)
#40 Chain, (420)60t Rear Sprocket.
12,13,14,15,16- #40- 7/8" bore Primary Sprockets. ControllerAlltrax 7245
72 Volt 450Amp Programmable via RS232 comm port using PC or Laptop.

Contactor- Kilovac EV200 Batteries6 C & D Technologies UPS 12-170, 50Ah, 12.00 Volt, Lead-Acid, AGM
Round one starter batteries. Can't wait to upgrade to? System Voltage72 Volts Charger H01200100-US-W11
12V 10A Lead Acid Smart Charger
Quantity-6 on-board DC/DC Converter None
Auxiliary 12 Volt 12Ah battery and on-board 1amp charger. InstrumentationOEM MPH/ODO, Digital voltmeter.
May add Pak-TraKer or? Top Speed65 MPH (104 KPH)
With 15/60 (4:00) Gearing
55MPH 13/60 (4:62) Gearing
Goal 80-90MPH (Better batteries) AccelerationPulls hard to 45MPH then tapers off. Range15 Miles (24 Kilometers)
The batteries are not that good. Need more volts, amps and lighter weight. Seating Capacity1 Adult Curb Weight475 Pounds (215 Kilograms)
I can't wait to get the lead out! TiresDunlop K591 Sport Elite Conversion TimeMany long nights and weekends. It's been a great project, I have learned a lot! Conversion CostAround $2000 so far, not including the bike witch was one of my old road race bikes. Additional Features* Small solar charger mounted on tail for 12v lighting battery.
* On-board chargers fit under OEM tank shell and tilt up for battery access. 120v charger plug fit perfect in the frame radiator inlet.
* Aluminum L-Angle battery brackets can be modified when upgrading batteries.
* I'm very happy with my 6061 aluminum motor mount.
* HID head lights and LED marker lights, body work and paint to come.

















electric motorcycle motor

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OwnerSteve Limon LocationChino- California US map Vehicle1987 Kawasaki 750 Ninja MotorD&D Motor Systems- Inc. Separately Excited DC
Pulls really well - barely gets warm! DrivetrainDirect drive (#40 chain) ControllerAlltrax 400 amp Batteries4 Wal-Mart Marine- 12.00 Volt- Lead-Acid- Flooded
85 ah (about $45 each). System Voltage48 Volts Charger
Four on board chargers - one for each battery. Six amps each. DC/DC Converter Cheap one - about $40
Disconnected it - really decreased my range! Tapping 12 volts for now. InstrumentationBicycle speedometer (stock one was broken). Generic multimeter. Thats it! Will install battery meter soon. Top Speed45 MPH (72 KPH)
6:1 Gear ratio so top speed is limited. AccelerationExcellent acceleration - quite quick! RangeStill testing - not much. Watt Hours/MileDont know yet. EV MilesCurrent:0 Miles (0 Kilometers)As of 11/24/2007 Seating Capacity2 (Ran just as well with a 140 pound passenger!) Curb Weight460 Pounds (209 Kilograms)
About same as ICE TiresPirelli Demons Conversion TimeAbout 50 hours labor over about 3 months. But TONS of hours looking at Austinev- YouTube- and other websites getting ideas! Conversion CostAbout $2-800 including donor. Additional FeaturesChose the Alltrax Controller because it comes with free software to adjust motor power- throttle rate- etc. Can also print a history of what happened (amps used- voltages- throttle positions- etc).

Palmer Twosome

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OwnerRich Porter LocationSan Francisco, California US map Vehicle1985 Twosome Palmer senior mobility devices.
WebPage
This is going to be used for putting around San
Francisco. MotorD&D Motor Systems, Inc. ES-10-33 Shunt Wound DC
Could get up to 19 HP if I connected a bigger
controller. Original
vehicle has a riding lawnmower
gearbox/differential. I replaced that
with a 1" go kart differential from Northern Tools. DrivetrainOriginal drivetrain was a 12v motor with a 5 speed
lawnmower
transmission. ControllerAlltrax DCX 300 Batteries2 Zero Motorcycle Battery, 58.60 Volt, Lithium-Polymer
Total pack 58.6v 48AH. The battery was built for
me by a friend who
combined two Zero motorcycle packs. System Voltage58 Volts Charger Chinese Top Speed40 MPH (64 KPH)
Unknown AccelerationFaster than most cars. Currently limited by the
controller. I think I
need to re fabricate the motor mount system
because at high
acceleration, I get a click noice that I believe
is from the chain drive
alignment getting off. Range40 Miles (64 Kilometers)
EV MilesCurrent:300 Miles (482 Kilometers)      As of 12/28/2014 Seating Capacity2 adults Curb Weight200 Pounds (90 Kilograms)
TiresNew motorcycle rims. Additional FeaturesPowder coated everything. Awoooogah horn. Silver faux leather seats.
LED lights everywhere.















1986 Honda VFR

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OwnerMarc Michon LocationCoarsegold- California US map Web/Email Vehicle1986 Honda VFR MotorD&D Motor Systems- Inc. Separately Excited DC
84 Volt- Drivetrainchain- direct 4.8 to 1 ControllerSevcon Powerpak SEM PP784
60-80 Volt 425 amp Batteries7 B and B EVP33-12- 12.00 Volt- Lead-Acid- AGM System Voltage84 Volts ChargerZivan NG1
84 v 13 amp Heatergloves- jacket- long johns DC/DC ConverterSevcon
84v - 12v 300 watt Instrumentation400 DC Amp Craftsman clamp on meter- cheapo volt meter Top Speed75 MPH (120 KPH)
uphill AccelerationFAST
at mile marker my Toyota hits 40 mph-
VFR is hitting 60 mph Range12 Miles (19 Kilometers)
paying for speed
and pack too small
will be going LifePO Watt Hours/Mile173 Wh/Mile
up hills @ 60-75 mph EV MilesStart:1 Miles (1 Kilometers)Current:12-789 Miles (20-577 Kilometers)Total:12-788 Miles (20-575 Kilometers) Seating Capacity1 adult Curb Weight340 Pounds (154 Kilograms)
TiresChen Shin Conversion Time6 months Conversion Cost$1-500 Additional FeaturesLED tail/stop/signal lights all on .4 Amp made for diesel trucks DOT approved
1939 Indian MotoLamp headlight
custom made 25watt Halogen Pre-focus bulb
Real Indian Footboards- comfy
Registered as Motorcycle



Honda CB

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OwnerJulian Santa-Rita LocationFayetteville- Arkansas US map Web/EmailWebPage Vehicle1978 Honda CB750 F2 Built by my fiance Lori and I with the help of a local machine shop- Ironman Fabrications time and space. A CraigsList.org donor invited me to
drag this motorcycle out of his yard. It took three of us to get
it onto a truck sideways and we left a streak where the rear
tire had dug into his grass. The thing was rusted in a locked up position. MotorD&D Motor Systems- Inc. Separately Excited DC
13HP regen and reverse. Capable of ~300A.

Id liken it to a 250cc bikes power- though when and how they make power are different. If I had gears like a Honda rebel itd be no contest. DrivetrainOne speed- 420 chain. 12/60 gears.
ControllerAlltrax 4884
300A controller. Batteries16 China HiPower HiPower LifePo4- 3.20 Volt- Lead-Acid- AGM
The whole pack is 100AH at 48V. Do far ive gone 20 mile son it- so no clue on real range- though I suspect its over 60 mi in mixed driving. Update soon. System Voltage48 Volts Chargerunknown BC0 or BCO 16 cell balancer charger for Li
58.6v- 8Amp.

Slick Little fellow works well. after first rides- the batteries are within 30mv of each other. Heaterwhatever Im wearing. DC/DC Converter nope. isolated circuit. Solar powered 5v USB circu
LI rechargeable battery powered- and the back tail-light is a
spooklight that has accelerometer controlled brake lights
and turn signals that are wirelessly controlled by a remote on
the handle bars. Instrumentationfactory Honda Speedo.

CellLog monitors on all cells.

48v cart gauge for overall pack at a glance is mounted to the tank. Top Speed55 MPH (88 KPH)
The top speed is around 55 mph so far. Only the Interstate and highways around NWA are over 40mph- so I have enough go-power to get a speeding ticket just about everywhere in my range. Accelerationconfidence inspiring- and really quite good.
0-30 is faster than most cars are at the stoplights. 30-50 is
smooth but slower. Im due to experiment with the gearing
some.

Itll do a burnout. Range50 Miles (80 Kilometers)
Will update with solid scientific information soon. Watt Hours/Miletbd. instrumentation is lacking. Only have a battery meter. EV MilesStart:33-055 Miles (53-185 Kilometers)Current:33 Miles (53 Kilometers)Total:-33-022 Miles (-53-132 Kilometers) Seating Capacity2ish. seats 2 but no rear sets for passenger feet. easy to add
them back. Curb Weight400 Pounds (181 Kilograms)
this is an absolute guess- but it is lighter and better handling
than before. Tiressome on sale rubber from oldbikebarn.com front tire came with the e-bayed rim. Conversion TimeIve spent about 3 years doing this.Ive even moved houses in
between.

This is the bikes Revision 2.0 Anything I Know I did wrong the first time I have corrected but Im sure there is more to learn. Conversion Cost3-4000$ from scratch. almost all of that is EV pats. TH lead acid version was half that. Additional FeaturesThe bike has had the rear brake deleted and shaved down the old brackets so now the regen motor does all rear braking.













electric motorcycle motor

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OwnerYan LocationSt-Jean-sur-Richelieu- Quebec Canada Vehicle2005 Suzuki DRZ 400 SM MotorD&D Motor Systems- Inc. ES-15-6 Series Wound DC Drivetrainright angle gearbox custom with 15-41 sprocket for 4.1:1 ratio.
He have move this summer for the 36 volts ride.
The gear box work fine. ControllerLogisystems 48-72 volts- 700 amps
It limit me at 84v nominal Batteries90 Headway 38120S 10Ah- 3.20 Volt- Lithium-Ion
90 cells on three pack. 30S-3P
I only test it at 84v (26S-3P)cause by the Logisystems System Voltage96 Volts Charger ICharger 1010B+ (3x)
Onboard. They monitor pack during discharge. DC/DC ConverterVicor Top Speed68 MPH (109 KPH)
After test at 84v
Probably more at suposed 96v AccelerationI expect 0-60 faster than ICE (5.3 sec.)
After test at 84v (14% less power): 0-50 under 5 sec.
0-62 mph in about 10 sec. Range20 Miles (32 Kilometers)
Minimum need Curb Weight320 Pounds (145 Kilograms)
I expect he will be same than ready to ride DRZ 400 SM Conversion TimeOne year part time. Conversion Cost8000$ can.
Including 3750$ DRZ 400 SM Additional Features36 volts test video:


And now some first ride at 84 volts:


















Electric Motorsport GPR-S 2009

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OwnerDavid Williams LocationNorth Pole- Alaska US Vehicle2009 Electric Motorsport GPR-S
Low center of gravity. Excellent maneuverability. Very fun bike to ride. MotorD&D Motor Systems- Inc. SepEx Separately Excited DC
Greater rpm range & higher top speeds
Higher efficiency
Regenerative motor braking ControllerSevcon Batteries24 Thunder Sky 53ah- 3.20 Volt- Lithium-Ion System Voltage72 Volts Charger EMS Top Speed70 MPH (112 KPH)
AccelerationEasy off the start- pick up after 15-20mph Range60 Miles (96 Kilometers)
Power/Economy EV MilesStart:41 Miles (65 Kilometers)Current:570 Miles (917 Kilometers)Total:529 Miles (851 Kilometers)?�

?� ?� As of 6/6/2010

Seating Capacity2 adults Curb Weight285 Pounds (129 Kilograms)





1997 Honda CBR 600 F3

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OwnerMike Kugler Owners Other EVs1987 Kawasaki KLF110
1971 General Electric Elec-Trak LocationHope Valley- Rhode Island US Vehicle1997 Honda CBR 600 F3
CBR 600 was complete and running ICE before conversion. Sold all ICE parts and paid for original purchase price. MotorD&D Motor Systems- Inc. ES-15-A Series Wound DC
72 Volt 40 HP peak 6.8 DIA X 16.8 long
65 lbs
Crisp- smooth and powerful! DrivetrainD&D ES15-A 72 Volt motor- direct drive 13/56 sprockets ControllerKelly KDH09500 OPTO Isolated
96 Volt 500 AMP OPTO Isolated. Very nice controller. Batteries6 C & D Technologies 75 AH High Rate Series- 12.00 Volt- Lead-Acid- AGM
56 Lbs each- VERY difficult making these fit in a 600CC bike! System Voltage72 Volts ChargerBlack & Decker 2/4/6 Amp x 6
I used 6 B&D 2/4/6 Amp chargers for bank charging. Eliminates the need for battery equalizers or BMS. Nice chargers for the money ($29ea). I would recommend stepping up to the 2/6/10 amp ones. 10 Amps would quicken the charge time without hurting the batteries. HeaterHA! I have been riding on 40 degree F mornings. BRRRRRR! DC/DC ConverterKelly 72V - 12V 300 Watt
Very nice DC-DC converter. Never a problem with lights dimming etc. One of the least expensive available. A little on the large side. Takes up a fair amount of space. InstrumentationPak-TraKer 600 amp model. A MUST HAVE!
Panoram v-12 Bicycle wired computer:
MPH/ODO/clock with max speed and distance memory. Top Speed60 MPH (96 KPH)
Top speed at 72Volts is 64 MPH on the flats so far.
easily cruises at 55 MPH AccelerationI can pull away from stop lights quicker than most ICE cars. Pulls hard to 45 MPH- then tapers off up to 55 MPH. Range25 Miles (40 Kilometers)
Max range is 25 miles cruising between 45-55 MPH- with medium sized hills.
20 Miles with me and my wife. 45-50 MPH. Watt Hours/Milenever calculated EV MilesCurrent:1-200 Miles (1-930 Kilometers)?�

?� ?� As of 6/19/2009

Seating Capacity2 adults Curb Weight600 Pounds (272 Kilograms)
empty bike frame 200 lbs
motor 65 lbs
(6)X 56 lb batteries = 336 TiresNew Stock Conversion Time200 hours:
100 research (40 hours on EV ALBUM alone)
100 conversion. Conversion Cost$3500 After selling off ICE parts. Additional FeaturesUtilized factory throttle assembly so I could maintain the factory panic thumb switch. I used a 0-5V automotive type throttle position sensor hooked to a wheel that the factory throttle cable hooks to.
Removed the tank bottom to house the controller and (2) 36 volt powerstream 3 amp on-board chargers. Extension cord comes out the gas cap. (copied that from this EV album).
I since have upgraded the onboard charger to a Kelly 8 amp 72 Volt charger.



Orange Death

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OwnerZachary LocationSanta Barbara- California US Vehicle1980 Suzuki GS450 MotorD&D Motor Systems- Inc. ES-10-33 Separately Excited DC ControllerSevcon PowerPack Batteries6 Power Sonic PS-12350- 12.00 Volt- Lead-Acid- AGM System Voltage72 Volts Charger ACI 7A supercharger x 6 Heaterum. the California sun? DC/DC Converter HWZ Series DC/DC 72V to 13.5V 300W
bought it from a sketchy chinese lady Instrumentationoriginal Speedo- battery monitor from the china Top Speed70 MPH (112 KPH)
Calculations say ~70mph-
however my baby ninja puts the same amount of HP on the table and it does 100- I think its going to depend on how much the SepEx control can compensate for the back emf and more importantly which sprocket I decide to keep (5:1 or 7:2) so well see... Accelerationgoing for FAST Range15 Miles (24 Kilometers)
with a 1C capacity of 25Ah- I didnt expect much more than 10 mi- but my most recent trip surpassed expectations! I went ~11 mi and my pack was still around 74V! Seating Capacity2 adults Curb Weight400 Pounds (181 Kilograms)
Tiresthe ones that came with it Conversion TimeLOTS of time spent researching
not done building yet Conversion CostOriginal budget - $2000
Running Total - Decided to stop keeping track.

(XDlolmoneypit)



1974 Yamaha TA-125

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OwnerSeth Masia LocationBoulder- Colorado US Webhttp://solartoday.wordpress.com/category/electric-fun/ Vehicle1974 Yamaha TA-125
This was a Formula IV road-race bike with a 2-cylinder 2-stroke engine- putting out 29-hp with Vesco pipes. It weighed 180 lb dry and topped out at about 130mph (at 13-000 rpm). In 1976- when the reed-valve engines came in- I parked this bike at the back of the garage. In 2008- I disinterred it- dropped the engine and bolted in a golf cart motor running 48 v. With small SLA batteries it weighs 210 lb. MotorD&D Motor Systems- Inc. ES 71A 52 Separately Excited DC
Mike Dieroff at D&D was very helpful -- responded promptly to my email- took my phone call and specified a motor that turned out to fit perfectly. No cutting or welding required: I just made a couple of aluminum cradle arms. Drivetrainchain drive 5.5:1 ControllerAlltrax DCX 300 R11
300 amp programmable (regen) 24-48 v
Alltrax folks also very helpful -- very responsive when I had to track down a fault in the wiring harness I had built (turned out to be a short across a switch). Batteries4 12v18ah- 12.00 Volt- Lead-Acid- Flooded
Cheap SLA batteries- $38 each from Battery Mart. Hope to replace these with a LiFe pack next summer. System Voltage48 Volts ChargerSoneil 4808 SRF
3.5 amp 48vdc output- input 115/230vac HeaterSummer breeze InstrumentationNone Top Speed60 MPH (96 KPH)
Not registered so Im riding it as if it were a moped -- 30 mph limit. In theory its geared for 60 and Ive gone that fast downhill. Going downhill the bike itself should be stable and safe beyond 90 mph but the motor is supposed to have a 4500 rpm limit. The bike is fun as hell. AccelerationBrisk to 35 mph. Range12 Miles (19 Kilometers)
Havent pushed it beyond 4.5 miles yet -- the distance to the office. Watt Hours/Mile80 Wh/Mile
City streets- traffic lights- stop signs- mild hills- SUVs. EV MilesCurrent:250 Miles (402 Kilometers) Seating Capacity1 immature adult Curb Weight210 Pounds (95 Kilograms)
TiresDunlop 80/90 H18 -- ancient road racing tyres Conversion Time20 hours Conversion Cost$1200 Additional FeaturesPlastic Magura twist-grip pot.
Original massive drum brakes aid regenerative braking.
Original racing-crouch riding position with clip-on bars and rear-set pegs.
With no clutch or shifter- theres not much for three limbs to do.
Bicycle LED head and tail lights.
Bike is still sprung for 90+ mph so its a little harsh on pavement seams. Steering lock is limited so care must be taken maneuvering in parking lots.








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2012-05-24 12:00:00^ Go Back to Blog Top How to Build an Electric Motorcycle
  By: Stryker at Instructables.com Filed Under: Electric Motorcycles -

Step 1

I only work 3 miles from home but with gas prices getting out of control, I thought it would be great to have an electric motorcycle. I've always wanted an electric motorcycle and decided that doing an electric motorcycle conversion with an electric motorcycle motor would be a good EV project, keeping costs down, and be fun to ride. 

This project took about 3 months of research and development (not counting waiting for parts to come in or help from a friend with the welding). All in all, it cost about $3000 to build an electric motorcycle with a high performance electric motorcycle motor. This may take a long time to pay off in gas savings, but if you add the fun of building and all of the environmental benefits, it was well worth the effort. With a top electric motorcycle motor speed of over 70 mph and 10 miles per charge, this electric motorcycle is perfect for me. The following instructable will not give you exact step by step instructions, but if you have some mechanical skills and welding ability you should be okay. A little knowledge of electric motorcycle motor maintenance wouldn't hurt, too. However, I just read the user's manual and learned as I went.

 

Step 2

Every motorbike is different but the basic components can be the same. Below is a list of the parts I used and where I got them, but you will have to do some research to figure out what fits your bike and requirements. Check out the electric motorcycle photos at the bottom to see what I bought and the EVAlbum for other electric motorcycle conversions.

Frame: I looked at many different bike styles and decided on a 1984 Honda Interceptor for my electric motorcycle conversion for a few reasons: 


1) I like the style of bike, not a total crotch rocket but not a hog either, with room for electric motorcycle batteries inside the frame. 
2) The seller on Ebay was close to my house. And the bike didn't run, so it only cost $600 which is a perfect price for your first time electric motorcycle conversion . If you have an old bike or someone will donate one then that's great--but for the rest of us, try the local paper, junk yards, Craig's List or ebay motors. 

Electric Motorcycle Motor:

After reading other electric motorcycle conversion specs (and knowing that I wanted to go faster than a moped), I chose a 72V electric motorcycle motor(D&D Motorsystems carries many options), because it's weight and dimensions where good for my frame.  

Electric Motorcycle Batteries: I went with 6 Yellow Top Optima batteries from remybattery.com because they are sealed and have received great reviews. After making cardboard mock ups of the D23 model I realized that there was no way six full sized batteries would fit and still look good. I ended up getting the D51 model. Half the size and weight but also half the storage. 

Electric Motorcycle Controller: You have to match your electric motorcycle controller to your voltage but the amperage is up to your budget. More amps = more power and more cost. It seems that there are only two real choices: Alltrax or Curtis. You'll have to decide for yourself, but I went with the 72V 450Amp Alltrax.(D&D Motor Systems carries these) Don't waste your time trying to build a potimeter on an old throttle--just buy a pre-made one and be done with it. I got the Magura 0-5K Twist grip throttle.

Electric Motorcycle Charger: You have to match your charger with your voltage but the speed of charge in Amps is also up to your budget. I went with a Zivan NG1 but I have recently switched to six individual 3amp Soneil chargers to help balance the batteries.

Electric Motorcycle DC/DC Converter: It's safest to run with a DC/DC converter and an extra 12V battery backup but motorcycles have limited space so I am only using the converter. I purchased a Sevcon 72V Input 13.5V output from evparts and it has working perfectly.

Electric Motorcycle Fuses: You'll want to get a fuse that matches your setup. I bought model ANN 400 w/ holder.(D&D Motor Systems carries these)

Electric Motorcycle Solenoid: This is a device that you hook up to your existing key ignition on 12Volts and it will close the loop so you get the full power to your controller. An excellent Solenoid is the Albright SW-180B-12.(D&D Motor Systems carries these)

Electric Motorcycle Battery cable and connectors- I bought about 10 feet of 2 GA wire from WAL-MART and cut it to length. Using Lugs,  I soldered and used heat shrink tubing on each end. I highly recommend battery terminal covers for safety.

Electric Motorcycle Instruments I chose an E-meter(Link 10) w/ Prescaler add on for 72V use instead of a bunch of different meters. As an added feature I wired up the ignition switch to the neutral indicator to show me when the bike was on.

Electric Motorcycle Other parts
Wire - 12GA different colors and heat shrink tubing (large and small sizes)
Electrical tape
Wire connectors
Wire wrap

Tools
Basic shop tools are required such as a socket set, screw drivers,wire stripper, etc. Additionally a volt meter, metal grinder and crimper are used in this electric motorcycle conversion project.

 

Step 3

Start the electric motorcycle conversion by removing all of those nasty internal combustion engine parts. Remove the gas tank and using your grinder or other cutting tool to cut out the bottom. This makes room for extra batteries or components. (Make sure all gas is out before cutting) Reference your owners manual often during any electric motorcycle conversions so that you don't cut any necessary wires, and try to sell some of the parts to help pay for this electric motorcycle conversion project.

Next, make cardboard mock ups of all of your batteries and electronic components to see how and where things are going to fit. Take a look at my electric motorcycle conversions pictures to see how I fit everything, believe me that taking the time to make accurate cardboard mock ups is well worth the effort.

Now for the hard part. You need a secure battery box and electric motorcycle motor mount for any electric motorcycle conversion. I had a friend weld it up for me and he did a fantastic job. From the photos you can see that he first strung up the electric motorcycle motor to allow for minor adjustment to be made before cutting the electric motorcycle motor mount plate. After that was cut he made a nice chain and sprocket enclosure with a door and welded them onto the frame. 

Next he fabricated the battery rack and gave each battery a swing arm closure to give a tight fit yet still allow me to get them out easily. Half inch foam padding spacers are between each battery to help cushion the stack--but believe me, they aren't going anywhere. The last thing he did was weld in metal plates for mounting my electric motorcycle motor.

After you get your electric motorcycle motor mount and battery compartment all welded up, take some time to clean up the frame of your bike. I removed any rust spots and chipped paint that I could find. Then I used some metallic gray and black spray paint. This makes a world of difference and costs very little. 

I made a fake gas cap and ran the power cord from the charger up the frame and out the top. 

Now that you have all of the welding done and your electric motorcycle frame looks great, let's install the electrical components and start wiring it up your electric motorcycle conversion.

 

Step 4

Wiring. This depends on the electric motorcycle components you buy. See the manufacturers wiring diagrams.

 

Step 5

Double check all of your connections and tighten every bolt.

I wanted my electric motorcycle conversions bike to look as good as it rides, so I had all of the panels painted and custom graphics made up by worldsendimages.

Using a serial cable and laptop, tweak the electric motorcycle controller program for your riding preferences.

Lastly, I got the electric motorcycle conversion bike inspected and insured. (Be prepared for the dealership mechanics to swarm and hit you with a bunch of questions and jokes about failing the emissions test).

I know these weren't step by step building instructions, but that's because of the complexity of this electric motorcycle conversion project and variables in component use. My intention was to give you the motivation to build your own by seeing how I did it and make it easier by supplying the electric motorcycle parts list and a wiring diagram. MSD


2012-01-24 14:34:21^ Go Back to Blog Top 2012 Brutus Electric Motorcycle Promises To Be Green, Mean
  By: Nikki Gordon-Bloomfield Filed Under: Electric Motorcycles -

Think about the names given to electric cars and electric motorcycles on the market today. 

Most, if not all, are a play on the concept of all-electric, zero tailpipe emissions travel. 

So when we heard about a team of engineers in Henderson, Nevada who were developing a new electric motorcycle called Brutus 2, we had to investigate. 

Retro Styled, Classic Charm

Squint at the all-electric Brutus 2 and you’d be forgiven for thinking it was a classic Harley Davidson bobber or perhaps an Orange County Chopper. (build electric motorcycle)

Either that, or a working prop from a film set in a post-appocolyptic future, Mel Gibson optional.

Designed from the ground up to be the living embodiment of a sports cruiser, Brutus 2 is the first electric motorcycle we’ve seen that caters directly to fans of classic American motorcycles.

Brutus 2 is also the first real stealth electric motorcycle motor we’ve seen. Unless you look at it closely, it doesn't immediately appear electric.

In fact, park it up beside similar gas motorcycles, and we think you’d have a tough time telling it apart from the rest. 

It Isn’t Just Tough By Name

But as many classic motorcycle fans will tell you, good looks and a tough name will only get a motorcycle so far. 

In order to be considered a real motorcycle, it has to perform like one.

That’s no problem for Brutus 2, claims Chris Bell, the original designer and owner of Brutus Electric Motorcycles. 

Although it hasn’t had any official range, orperformance  tests, Bell claims the 535-pound motorcycle can spring from 0-60 mph in around 4.7 seconds, reach a top speed of over 100 mph, and travel over 100 miles per charge. 

These impressive performance figures are apparently down to a five-speed clutchless transmission, a powerful D&D Motor Systems DC motor, and a liquid-cooled Zilla controller more commonly found in electric drag race cars like BlackCurrent III

There aren’t any details published on battery pack capacity, although Bell claims Brutus 2 should recharge its 144-volt lithium-ion battery pack in 3 hours from an available 110-volt wall outlet. Using some basic math, we think that translates to a battery capacity of between 4 and 5 kilowatt-hours. (build electric motorcycle)

Forbidden Fruit?

Here’s the catch: while Brutus 2 is certainly an real electric motorcycle motor built for real motorcyclists, it hasn’t entered production yet. 

According to Bell, that should happen some time this year, provided current deals being discussed with various parts and manufacturing companies are signed. 

But right now, the all-electric beast is nothing more than an impressive prototype motorcycle awaiting production. 

And that’s a real shame, because we think this is exactly the kind of electric motorcycle that needs to be built in order to help convince mainstream motorcyclists that electric powered motorcycles can be mean and green  at the same time. (build electric motorcycle)  MSD


2012-01-24 14:26:15^ Go Back to Blog Top E-motorcycle offers hot ride, keeps the cool
  By: Angeli Duffin Filed Under: Electric Motorcycles -

Making the case for an electric car - higher up-front costs, but then much less expensive and environmentally damaging to operate - to someone switching from a gasoline-powered car is pretty straightforward.

But convincing someone to trade in their Harley for an electric motorcycle? That could be more challenging. There has to be an element of cool. And speed.

Which is what two Purdue University students and AllCell Technologies set out to produce – and appear to have delivered, with an electric motorcycle that packs 72 kilowatts of power and, according to early tests, can hit 120 mph and cover 120 miles on a charge, according to AllCell.

The company said the trick to creating this high-performance bike was in the 10.6 kilowatt-hour lithium battery that uses AllCell’s thermal management material.

The phase change material graphite composite (PCM-graphite) controls the impact if one cell has an internal short circuit, and the PCM material absorbs and distributes heat away from the battery, protecting the cells and maximizing battery life.

While some motorcyclists might enjoy being daredevils, with this motorcycle riders can let ‘er rip and concentrate on driving without worrying about unnecessary things like an overheating battery. Apart from the battery, electric vehicle experts Tesla Motors and Delphi Corporation also provided support for the project, AllCell said.

This team is not alone in the quest for the superior electric motorcycle motor. There seems to be quite a trend in motorcycle conversion to electric  in garages, notably from a fellow Purdue student who we reported used solar power to power his, yes that’s right, Solar Cycle.

However, for those of us who aren’t that confident in our mechanical skills, there are a growing number of companies producing electric motorcycles with both coolness (largely because of their green-factor) and impressive power and speed. (electric motorcycle conversion)


2012-01-24 14:20:46^ Go Back to Blog Top Will Electric Motorcycles Catch On Faster Than Electric Cars?
  By: By Jonathan Welsh Filed Under: Electric Motorcycles -

The International Motorcycle Show starts in New York today, so the Jacob Javits Center will be awash in chrome-crusted cruisers weighing more than 600 pounds and packing car-size engines, and screaming superbikes with enough horsepower to fly a four-passenger airplane.

But some of the most intriguing machines at the show are small, light and nearly silent.

Electric motorcycles powered by lithium batteries are beginning to look like contenders in a bike market that is increasingly concerned about fuel efficiency, emissions and noise.

Electrics may attract customers who like the idea of two-wheel transport but are put off by the mechanical complexity of traditional motorcycles and the perceived difficulty in riding them. They may also have particular appeal to urban riders and commuters who can operate more easily within the bikes’ limited range.

I test-rode an electric sport motorcycle called the Zero S this and week and was surprised by how appealing it is even for someone who loves the chugging rhythm of a Ducati twin or the wail of an old Honda V4. The quiet whir of the electric motor and its impressive off-the-line acceleration made the Zero ideal for city riding, where hearing nearby traffic can be as important as seeing it.

While the motor puts out about 28 horsepower, it feels like much more, especially when accelerating from a standstill. I was able to leave menacing taxis far behind and the bike’s weight of less than 300 pounds gave it a light, athletic feel that made getting through midtown New York’s congestion enjoyable.

The Zero S has evolved since 2009, when I rode an early version. The new bike is faster, smoother and better-looking than its predecessor and has a tighter, well-finished feel. It’s ready for prime time.

As with electric cars, though, high prices could keep some customers away. The S and its on-road-off-road stable mate the DS start at $11,495. The higher-capacity battery that boosts range to 114 miles from about 76 miles with the standard battery also increases the price to $13,995. That amount would buy a Honda CBR1000RR, which is close to being a street-legal racing bike.

Of course riders interested in electric motorcycles are not cross-shopping superbikes. But the Zero’s price premium could hurt sales.

Still, the simple joy of riding the Zero could be as big a selling point as its potential fuel savings. In many ways its design and the way it rides are throwbacks to the minimalism and excitement of earlier motorcycles that drew so many people into riding decades ago.

While I tell people that my next new car will probably be electric, a battery-powered motorcycle, in some ways, would be a better fit.


2009-07-08 15:26:20^ Go Back to Blog Top A new day.. a new bike. Electric Motorsports of California
  By: azhar Filed Under: Electric Motorcycles -

Oakland California USA,  Electric Motorsport Inc. has unveiled its two entries for the June/12th Isle of Man TTXGP.  In the open class is a modified production electric motorcycle called the GPR-S.  The Electric Motorsport GPR-S were the first Production Electricmotorcycles capable of attaining legal freeway speeds in the USA.

In the Pro Class, the entry is the Electric Motorsport R144.  This conversion is based on an R1 race chassis. This motorcycle utilizes a high performance electric motor designed and manufactured by D&D Motor Systems, Inc.

 

Electric Motorsport is a technology company that specializes in Light Electric Vehicles and electric propulsion systems.   Electric Motorsport is proud to say they have supplied electric drive systems and components to many of the TTXGP teams that will be competing.  Why does Electric Motorsport supply its competitors with hi-performance electric drive components?  Electric motorsport Founder and CEO Todd Kollin says "its mainly to promote the technology and to have some one to race with, and besides we are in the parts business. Racing is just the fun part and its not much fun without competition."

Electric Motorsport Inc has always placed an emphasis on the Electric motorcycle as away of using renewable energy such as solar, wind, hydroelectric, and geothermal to propel ourselves from one location to the next.  The company has sold 1000's of electric motorcycle conversion kits. Electric Motorsport even sells books on how to convert your old gas motorcycle to electric. These conversions are great if you have a old bike that does not run so well or has a blown engine.  An electric conversion can bring the thing back to life but without having to deal with oil, gas, noise, fumes, warm ups,tune ups, gear boxes, clutches. 


2008-12-22 13:07:05^ Go Back to Blog Top Honda Promises An Electric Motorcycle By 2010
  By: Tony Borroz Filed Under: Electric Motorcycles -

So Honda is getting into the electric motorcycle biz huh? Well, now we know what they plan to do with all the engineering talent suddenly available from their now defunct F1 & AMA efforts.

Motorcycle News (via our friends at AutoBlogGreen) says Honda is serious about building a workable Ebike and selling it to the likes of you and me by 2010. Sure, that sounds plausible. Honda has the engineering grunt and it pretty much has the whole motorcycle thing down, so it seems like a lead pipe cinch.

But is it?

 

Not exactly. Honda faces the same hurdles everyone else does: range and recharge times.

I spent some time with an outfit made electric scooters and motorcycles. It was a real geeky operation making scooters and souped-up jobs custom-built to customers' needs, desires and checkbooks. Once or twice a year someone with sacks of money would come in and say something along the lines of "Take my GSX-R and make it electric." We would, but we'd invariably face the same challenges everyone else building EVs faces: range and recharge times.

Yeah, we could build an electric GSX-R that would out haul Valentino Rossi - for about seven to 10 miles. Then you'd stop. And then you'd have to plug it in for six or eight or 10 hours. The bike was cool, but not very practical. You couldn't take the thing up some canyon road on your way out of town to Palm Springs for a three day weekend. These will be the same limitations that Honda will face, but in a couple of not so noticeable ways, electric motorcycles play to Honda's strengths.

For one, bikes are easy. They're small, light and easy to work on. You can fab up and try things on two or three test mules in an afternoon, and that's an order of magnitude or so harder with cars. For another, Honda is a bike company. Yeah, I know, tell that to Ayrton Senna and Alain Prost and Ron Dennis, but it started out primarily as a bike company (OK, go back far enough and it started out as a piston ring company, but still...) then morphed into a car company. What Honda learns from making an Ebike over the next two years can, hopefully, migrate to cars.

Honda confirms working with bikes is favorable on a number of levels.

"History shows that motorcycles remain strong in a difficult market environment and have always supported Honda in difficult times," says CEO Takeo Fukui. "People showed renewed interest in the value of motorcycles which consume less fuel for commuting purposes as well as for their easy-to-own/easy-to-use efficiency."

Good point, Takeo. That's another thing bikes got going for them: They're cheap.

Pound for pound and dollar for dollar motorcycles are the best bet for enthusiast fun. Not for me, of course, because I am comically and frighteningly uncoordinated and that's never a good thing on a motorcycle. But you get my point.

Think of what Honda is doing as a real world proof of concept scheme. Make an electric motorcycle. Make it work. Make it work better. Then import the technology into a car. Repeat the process.

What could go wrong?

Photo: Honda.



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