Profile 1Bare Bones
OwnerMatt Gitt
LocationBaltimore, Maryland United States map
Email email image
Vehicle1990 Honda CBR1000F
Bad Ass
MotorMars ME0709 Permanent Magnet DC
Little 72 VDC motor. WebPage
DrivetrainSingle Speed, 4.5:1

Updated from 6:1

Going to try a tranny on the next one--I suggest you do the same.
ControllerAlltrax 7234
Standard Issue.
Batteries6 Deka 33Ahr Deep Cycle, 12.00 Volt, Lead-Acid, AGM
Good little batteries. 50 bucks a pop--hard to beat.
System Voltage72 Volts
ChargerZivan NG1
Yeah, I used all the standard electric motorcycle components. Boring, I know.
HeaterOne cranking 72V series wound motor under my seat.
DC/DC ConverterSevcon 72V 300 Watt
Once again, the usual.
InstrumentationJust installed a Sigma 1606L bike computer. I only did it to pass MD state inspection, but now think it's pretty sweet. Nice being able to get real data.
Top Speed55 MPH (88 KPH)
Changed the front sprocket for a larger one. Do 55mph on the flat and don't nearly crash every time I accelerate from a stop.
AccelerationMuch smoother after the gear change. Still manly on a 1/2charge or more.
Range10 Miles (16 Kilometers)
Finally got some testing in. Performs great for the first 10 miles. Runs about 60% by mile 12, about 30% at mile 14, and embarrassing by mile 15.

This is actually an increase in range from my former gearing, because I'm not running peak rpm just to go 35-40mph. I'm using the same juice to cover more ground. This is all assuming I keep the stop/go to a reasonable level (I live in Baltimore city, so there's quite a bit of it)
EV Miles
Start:56,000 Miles (90,104 Kilometers)
Seating Capacity1 adult, really.
Curb Weight400 Pounds (181 Kilograms)
Approximate. Probably even a little less. Until I add the second battery bank.
Conversion TimeToo long and still going.
Conversion CostAbout $3500, including original frame. Add another grand to get it on the road (a year of insurance, inspection, title, tags--ouch)
Additional FeaturesUsed a pretty standard template from Electric Motorsport and Thunderstruck--two of the companies championing electric bikes. I took their part recommendations, and they're working great. If anything can really be claimed by me to be original design, it's the electrical system comprised of a DC distribution panel using DC circuit breakers from Outback Power Systems. Works great. Slick, and no clunky solenoids with their inherent disadvantages. I incorporated the key switch without running 100 amps through it, and I don't need clumsy diodes because there's a hard 250 Amp breaker disconnect. Check out the size of that sucker.

Also note that the battery bank was picked for a different, significantly smaller frame that didn't quite work out. You'll notice I've designed into this larger frame space to double the battery bank. To be continued...
Update: 7/6/09

For any fellow Marylander trying to convert an electric motorcycle, I've jumped through all the hoops at this point and would like to enlighten, or just save some headaches, to anyone I can.

1) While perhaps otherwise in some states, you CAN NOT register an electric motorcycle as a scooter, no matter how fast/slow it is. It has to have a step through chassis for that. I tried and failed, and even got pulled over and threatened by a cop to have my bike impounded.

2) To register the bike, it needs to meet MD motorcycle safety standards and go at least 45mph. Have the title for the frame.

3) There is no special inspection process put in place. You just get it inspected like any other motorcycle at a Maryland inspection station. I gave myself a bunch of headaches by trying to make more out of it than that. It does not need a rebuild or salvage inspection or anything of that sort so don't waste your time.

4) Progressive Auto Insurance doesn't care if your electric motorcycle doesn't go as fast as the 1000cc bike it once was and will offer you no special discounts. Now THAT'S progressive.

More pics to come. The bike is fun as hell (and now registered and fully street legal!). My next one is in the works. Keep at it, EV-ers.

code by jerry