Before #2Under the tankRight sideleft side, drive sprocketRear sprocketUnder the seatInstruments
OwnerKevin Fullerton
LocationLitchfield Park, Arizona United States map
Vehicle1981 Kawasaki KZ750E
Purchased a rolling chassis in very sad shape.
Restoration costs (brakes, seat, paint, gauges,
total 12V chassis rewire, signals) was $1400.
MotorHPEVS AC-15 3-Phase AC
HPEV AC-15 is a nice motor for this size bike.
The folks at HPEV are a joy to work with.
Purchased through EVolve Electric.
DrivetrainNow: 5:1 chain direct drive, #50 chain
ControllerCurtis 1238-7601
Currently running stock HPEV motorcycle
parameters in controller setup.
Batteries21 Thunder Sky TS-LFP60AHA, 3.20 Volt, Lithium Iron Phosphate
Elithion BMS from EVolve Electrics.
Batteries are behaving well--all cells remain
well balanced. Batteries purchased from Lithium
Storage. A two-week bench charge of all 21
cells in parallel gave a nice initial balance.
System Voltage68 Volts
ChargerZivan NG1 72-10
12 A charging current before switching to
constant voltage. I had to adjust the voltage
upward for a more complete charge.
Heaterna
DC/DC Converter Custom built 15A 72V - 12V isolated charger
No commercial isolated converter was small
enough for my bike so I built my own around a
half-brick commercial isolated DC-DC converter
module and an aluminum case with cooling fan.
Lesson learned is you must go fully isolated
on the converter.
InstrumentationCurtis Spyglass replaced the stock tach. I
will be building a data logger and display for
BMS-collected data.
Top Speed75 MPH (120 KPH)
Measured top speed. This will draw the
batteries down in a hurry. Top continuous
cruising speed is 65 mph.
Acceleration0 - 50 mph in 9 sec
0 - 60 mph in 11 sec
Stock HPEV parameters are limiting the low end
torque. Should be able to adjust for improved
performance
Range55 Miles (88 Kilometers)
35 miles at 35 - 50 mph, measured
55 mile range, measured, at residential street
speed (25mph).
Watt Hours/Mile100 Wh/Mile
68 Whr/mi at 25 mph
I have not instrumented the battery current so
these are estimates based on 4KWhr pack and avg
speeds. working on a data logger now.
EV Miles
Current:28,000 Miles (45,052 Kilometers)
 
    As of 9/30/2019
Seating Capacity2 adults, rider and passenger
Curb Weight460 Pounds (209 Kilograms)
measured. 30 pounds lighter than stock ICE bike
Tiresnew Dunlop bias ply
100/90-19
130/90-16
Conversion Time6 months following several months of part-time
design.
Most of the time was spent restoring the 30-yr
old rusted bike, not doing the actual electric
conversion
Conversion CostElectric conversion: $7650
Chassis restoration: $1500
Additional FeaturesELITHION BMS manages battery charging and monitors discharge. It
turns off the charger on overvoltage and limits throttle when battery
voltage is low. It is a very, very flexible system but expect to
spend some time setting it up and wiring the controls.
Status drives LED indicators mounted in the original idiot light pod.
Frame downtubes were modified to accommodate the battery pack.
Battery box fabricated out of 1/2" steel angle.
Cabling is oversized at 1/0. I should have gone smaller but the
ultra flex welding cable is easy to work with.
Next time I will find a rolling frame in better shape.

I performed all the design, conversion, and restoration work
myself with the exception of
-- cutting and welding the motor mount
-- turning the frame tubing plugs for the modified downtubes
-- seat upholstery

code by jerry