Build A Electric Motorcycle

Lennon Rodgers - DIY Electric Motorcycle Project Page 1 of 1
DIY Electric Motorcycle Project
by Lennon Rodgers
Motivation: Breathing car fumes on my bicycle for a few too For more information:
many years, and a life-long affection for motorcycles.

Design
Challenge: To build a new stylish electric motorcycle that is
practical for around-the-town driving, with a cost under $3,000
Specifications such as
U.S., while only using new parts available on the internet. speed, range, etc.
Result: Below is my finished product. I call it eMoto. Parts and costs list
Steps to building this electric

motorcycle
About Lennon Rodgers
Links
Popular Mechanics article on
eMoto
autobloggreen article on
eMoto
Lennon Rodgers, 2008
http://lennonrodgers.googlepages.com/e_moto 02-04-2009
Lennon Rodgers - eMoto Design Page 1 of 3
eMoto Design
by Lennon Rodgers

Click on image to enlarge:

************************************************************
VIdeos of the motorcycle in action (the second one has a lot

more detail):
http://lennonrodgers.googlepages.com/emotodesign 02-04-2009
Click here to return to the main page.
Lennon Rodgers - eMoto Specifications Page 1 of 1
eMoto Specifications
by Lennon Rodgers
Range: 25-30 miles depending on conditions
Top Speed: 45 MPH (though the front gear can be easily swapped out to go faster)
Weight: 480 lbs
Transmission: Direct drive 72 teeth sprocket in the rear and a 12 teeth pinion/gear on the motor
Braking: Regenerative and friction (regen is activated with the right thumb using the old starter switch. It is varied using a
throttle on the left grip by twisting forward).
Charging Time: ~6 hours
Energy Requirement: 70 to 75 Watt-hrs/mile
Electricity Cost: 1.5 cents/mile
Batteries: 6 x 12 Volt Lead Acid (Sealed, AGM)
Voltage: 72 Volts
Motor Power: 9 kWatts Continuous (12 HP)
See this Excel spreadsheet for a bunch of interesting engineering calculations.
Check out the parts and cost list for more details.
http://lennonrodgers.googlepages.com/emotospecifications 02-04-2009
A regenerative brake is a mechanism that reduces vehicle speed by converting some of
its kinetic energy into another useful form of energy. This captured energy is then stored
for future use or fed back into a power system for use by other vehicles.
For example, electrical regenerative brakes in electric railway vehicles feed the
generated electricity back into the supply system. In battery electric and hybrid electric
vehicles, the energy is stored in a battery or bank of capacitors for later use. Other forms
of energy storage which may be used include compressed air and flywheels.
Regenerative braking should not be confused with dynamic braking, which dissipates
the electrical energy as heat and thus is less energy efficient.
Limitations
Traditional friction-based braking is used with mechanical regenerative braking for the
following reasons:
• The regenerative braking effect rapidly reduces at lower speeds, therefore the
friction brake is still required in order to bring the vehicle to a complete halt,
although malfunction of a dynamo can still provide resistance for a while.
• The friction brake is a necessary back-up in the event of failure of the
regenerative brake.
• Most road vehicles with regenerative braking only have power on some wheels
(as in a 2WD car) and regenerative braking power only applies to such wheels,
so in order to provide controlled braking under difficult conditions (such as in
wet roads) friction based braking is necessary on the other wheels.
• The amount of electrical energy capable of dissipation is limited by either the
capacity of the supply system to absorb this energy or on the state of charge of
the battery or capacitors. No regenerative braking effect can occur if another
electrical component on the same supply system is not currently drawing power
and if the battery or capacitors are already charged. For this reason, it is normal
to also incorporate dynamic braking to absorb the excess energy.
• Under emergency braking it is desirable that the braking force exerted be the
maximum allowed by the friction between the wheels and the surface without
slipping, over the entire speed range from the vehicle's maximum speed down to
zero. The maximum force available for acceleration is typically much less than
this except in the case of extreme high-performance vehicles. Therefore, the
power required to be dissipated by the braking system under emergency braking
conditions may be many times the maximum power which is delivered under
acceleration. Traction motors sized to handle the drive power may not be able to
cope with the extra load and the battery may not be able to accept charge at a
sufficiently high rate. Friction braking is required to absorb the surplus energy in
order to allow an acceptable emergency braking performance.
For these reasons there is typically the need to control the regenerative braking and
match the friction and regenerative braking to produce the desired total braking output.
The GM EV-1 was the first commercial car to do this. Engineers Abraham Farag and
Loren Majersik were issued 2 patents for this 'Brake by Wire' technology.
The motor as a Generator

Regenerative braking utilizes the fact that an electric motor can also act as a generator.
The vehicle's electric traction motor is operated as a generator during braking and its
output is supplied to an electrical load. It is the transfer of energy to the load which
provides the braking effect.
An early example of this system was the Energy Regeneration Brake, developed in
1967 for the Amitron. This was a completely battery powered urban concept car whose
batteries were recharged by regenerative braking, thus increasing the range of the
automobile.[3]
Electric railway vehicle operation

During braking, the traction motor connections are altered to turn them into electrical
generators. The motor fields are connected across the main traction generator (MG) and
the motor armatures are connected across the load. The MG now excites the motor
fields. The rolling locomotive or multiple unit wheels turn the motor armatures, and the
motors act as generators, either sending the generated current through onboard resistors
(dynamic braking) or back into the supply (regenerative braking)
For a given direction of travel, current flow through the motor armatures during braking
will be opposite to that during motoring. Therefore, the motor exerts torque in a
direction that is opposite from the rolling direction.
Braking effort is proportional to the product of the magnetic strength of the field
windings, times that of the armature windings.
Savings of 17% are claimed for Virgin Trains Pendolinos.[4] There is also less wear on
friction braking components. The Delhi Metro saved around 90000 tonnes of Carbon
Dioxide from being released into the atmosphere by regenerating 112,500 Megawatt
hours of electricity through the use of regenerative braking systems during between
2004 and 2007. It is expected that the Delhi Metro will save over 100,000 tons of
Carbon Dioxide from being emitted per year once its phase II is complete through the
use of regenerative braking.[5]
Comparison of dynamic and regenerative brakes

Main article: Dynamic brake
Dynamic brakes ("rheostatic brakes" in the UK), unlike regenerative brakes, dissipate
the electric energy as heat by passing the current through large banks of variable
resistors. Vehicles that use dynamic brakes include forklifts, Diesel-electric locomotives
and streetcars. If designed appropriately, this heat can be used to warm the vehicle
interior. If dissipated externally, large radiator-like cowls are employed to house the
resistor banks.
The main disadvantage of regenerative brakes when compared with dynamic brakes is
the need to closely match the generated current with the supply characteristics. With DC
supplies, this requires that the voltage be closely controlled. Only with the development
of power electronics has this been possible with AC supplies, where the supply
frequency must also be matched (this mainly applies to locomotives where an AC
supply is rectified for DC motors).
A small number of mountain railways have used 3-phase power supplies and 3-phase
induction motors. This results in a near constant speed for all trains as the motors rotate
with the supply frequency both when motoring and braking.
Kinetic Energy Recovery Systems

Kinetic Energy Recovery Systems (KERS) are currently in use for Formula One motor
sport 2009 season and under development for road vehicles. The concept of transferring
the vehicle’s kinetic energy using Flywheel energy storage was postulated by physicist
Richard Feynman in the 1950s and is exemplified in complex high end systems such as
the Zytek, Flybrid[6], Torotrak[7][8] and Xtrac used in F1 and simple, easily manufactured
and integrated differential based systems such as the Cambridge Passenger/Commercial
Vehicle Kinetic Energy Recovery System (CPC-KERS)[9]
Xtrac & Flybrid are both licensees of Torotrak's technologies, which employ a small
and sophisticated ancillary gearbox incorporating a continuously variable transmission
(CVT). The CPC-KERS is similar as it also forms part of the driveline assembly.
However, the whole mechanism including the flywheel sits entirely in the vehicle’s hub
(looking like a drum brake). In the CPC-KERS, a differential replaces the CVT and
transfers torque between the flywheel, drive wheel and road wheel.
Use in motor sport
FIA
F1 teams began testing Kinetic Energy Recovery Systems, or KERS, in January 2009.
Teams have said they must respond in a responsible way to the world's environmental
challenges.[10]
The FIA allowed the use of 60 kW KERS in the regulations for the 2009 Formula One
season.[11]
Energy can either be stored as mechanical energy (as in a flywheel) or can be stored as
electrical energy (as in a battery or supercapacitor).[12]
[edit] Motorcycles
KTM racing boss Harald Bartol has revealed that the factory raced with a secret Kinetic
Energy Recovery System (KERS) fitted to Tommy Koyama's motorcycle during the
season-ending 125cc Valencian Grand Prix. [13]
History
The first of these systems to be revealed was the Flybrid[14] which appeared in an article
in Racecar Engineering magazine.
Flybrid Systems F1 KERS weighs 24 kg and has an energy capacity of 400 kJ after
allowing for internal losses. A maximum power boost of 60 kW (81.6 PS) for 6.67 sec
is available. The 240mm diameter flywheel weighs 5.0 kg and revolves at up to 64,500
rpm. Maximum torque is 18 Nm. The system occupies a volume of 13 liters. It may not
be used by all of the F1 teams but a few, such as Williams F1 are going to use it, if not
at the first race, at one point during the season.
Two minor incidents have been reported during testing of KERS systems in 2008. The
first occurred when the Red Bull Racing team tested their KERS battery for the first
time in July, it malfunctioned and caused a fire scare, resulting in the team's factory
being evacuated.[15] The second was less than a week later when a BMW Sauber
mechanic was given an electric shock when he touched Christian Klien's KERS-
equipped car during a test at the Jerez circuit.[16]
Races
Automobile Club de l'Ouest, the organizer behind the annual 24 Hours of Le Mans
event and the Le Mans Series is currently "studying specific rules for LMP1 which will
be equipped with a kinetic energy recovery system."[17] Peugeot was the first
manufacturer to unveil a fully functioning LMP-1 car in the form of the 908 HY at the
2008 Autosport 1000km race at Silverstone.[18]
Autopart makers
Bosch Motorsport Service (part of the subsidiary Bosch Engineering GmbH) is

developing a KERS for use in motor racing. Hybrid systems by Bosch Motorsport
comprise an electricity storage system (a lithium-ion battery with scalable capacity or a
flywheel), the electric motor (weigh between four and eight kilograms with a maximum
power level of 60 kW) and the KERS controller, containing the power electronic,
battery management, and management system for hybrid and engine functions . The
Bosch Group offers a range of electric hybrid systems for commercial and light-duty
applications [19].
Carmakers
BMW and Honda are testing it.[20]. At the 2008 1000 km of Silverstone, Peugeot Sport
unveiled the Peugeot 908 HY, a hybrid electric variant of the diesel 908, with a KERS
system. Peugeot plans to campaign the car in the 2009 Le Mans Series season, although
it will not be capable of scoring championship points.[21]
Vodafone McLaren Mercedes have recently begun testing of their KERS system at the
Jerez test track in preparation for the 2009 F1 season, although it is not yet known if
they will be operating an electrical or mechanical system.[[22]]. In November 2008 it
was announced that Freescale Semiconductor will collaborate with McLaren Electronic
Systems to further develop its KERS system for McLaren's Formula 1 car from 2010
onwards. Both parties believe this collaboration will improve McLaren's KERS system
and help the system filter down to road car technology [23] .
Toyota has used a supercapacitor for regeneration on Supra HV-R hybrid race car that
won the 24 Hours of Tokachi race in July 2007.[24]
Use in compressed air cars

Regenerative brakes are being used in compressed air cars to refuel the tank during
braking.
See also
A brake is a device for applying a force against
the friction of the road, slowing or stopping the
motion of a machine or vehicle,, or alternatively
a device to restrain it from starting to move
again. The kinetic energy lost by the moving
part is usually translated to heat by friction.
Alternatively, in regenerative braking,
braking much of
the energy is recovered and stored for later use.
Note that kinetic energy increases with the

m·v2
square of the velocity (E = 1/2·m
relationship). This means that if the speed of a
vehicle doubles, it has four times as much energy. The brakes must therefore dissipate
four times as much energy to stop it and consequently the braking distance is four times
as long.
Brakes of some description are fitted to most wheeled vehicles,, including automobiles
of all kinds, trucks, trains, motorcycles
motorcycles, and bicycles. Baggage carts and shopping carts
may have them for use on a moving ramp.
Some aeroplanes are fitted with wheel brakes on the undercarriage.. Some aircraft also
feature air brakes designed to retard their speed down in flight. Notable examples
include gliders and some WWII
WWII-era aircraft, primarily some fighters and many dive
bombers of the era. These allow the aircraft to maintain a safe speed in a steep descent.
The Saab B 17 dive bomber used the he deployed undercarriage as an air brake.
Deceleration and avoiding acceleration when going downhill can

n also be achieved by
using a low gear; see engine braking
braking.
Friction brakes on cars store the heat in the rotating part ((drum brake or disc brake)
during the brake application and release it to the air gradually.
Effects on noise pollution
Brake lever on a horse-drawn

drawn hearse
Main article: Roadway noise
The action of braking for motor vehicles produces recognizable sound level emissions,
varying with the specific tire types and with the roadway surface type produces
considerable effect upon sound levels or noise pollution emanating from moving
vehicles.[1] There is a considerable range in acoustical intensities produced depending
upon the specific tire tread design and the rapidity of deceleration required to slow the
vehicle.When the brake is pushed the caliper containing piston pushes the pad towards
the brake disc which slows the wheel down. On the brake drum it is similar as when the
handbrake is pulled the cylinder pushes the brake shoes towards the drum which also
slows the wheel down.
Hypermiling
Because braking (absent regenerative braking) converts kinetic energy into heat energy,
it wastes energy that was used earlier to gather speed. Additionally, regenerative
braking is not 100% efficient at recovering energy. Some drivers use various techniques
to minimize braking to save fuel (see hypermiling).
Cells in RED are inputs/variables (v 1.5) Note:
Mass Totals:
Total Motorcycle
Driver Batteries Motorcycle Dry Misc Mass Motor
Mass
[lb] [lb] [lb] [lb] [lb] [lb]
170,00 210,00 194,00 40,00 36,00 480,00
Aerodynamic Parameters:
Total Mass Gravity Frontal Area Air Drag Coef. C_d*A
English [lb] [in/sec^2] [in^2] [] [in^2]
650,00 384,00 640,00 0,60 384,00
Metric [kg] [m/s^2] [m^2] [] [m^2]
294,84 9,81 0,41 0,60 0,25
Misc. [ft^2]
4,44
Forces and Torques @ Cruise:

Wheel Torque Motor Torque
Wheel Force
Air Drag Rolling Drag Hill Drag Required at Required at
Required
Cruise Cruise
[lb] [lbf] [lbf] [lbf] [lbf-in] [lbf-in]
11,57 19,50 0,00 31,07 388,34 64,72
[N] [N] [N] [N] [N-m] [N-m]
51,17 86,74 0,00 137,92 43,79 7,30
Motor Performance:
Peak (short Max Continuous
Efficiency
duration) (long duration)
Max Continuous
Max Continuous Max Continuous
Motor Peak Power of Peak Current of Speed of Motor
Torque of Motor Power of Motor
Effeciency Motor @ 72V Motor @ 72V @ 72V (fully
@ 72V @ 72V
loaded)
[HP] [amps] [lbf-in] [RPM] [HP]
0,88 28,80 340,91 180,00 3550,00 10,08
[Watts] [N-m] [rad/sec] [Watts]
21600,00 20,34 371,76 7560,11
Battery Specs:
Number of Voltage of Single Mass of Single
Bus Voltage Total Bat. Mass Battery Life
Batteries Battery Battery
[# of Deep Cycle
[Volts] [Volts] [lb] [lb]
Charges]
72,00 6,00 12,00 35,00 210,00 350
Operating Costs
Cost of Charging Electricity per Total Cost of
Electricity Cost Battery Cost
Electricy Effeciency Mile Battery Pack
[$/KW-hr] [KW-hrs/Mile] [cents/mile] [$] [cents/mile]

0,15 0,8 0,095434296 1,43 600,00 6,27
ables (v 1.5) Note: Only Change Values in RED
Allowable Total
Total Mass
Mass
[lb] [lb]
650,00 614,00
Conditions @ Cruise:
Rolling Drag
Density of Air Cruise Speed Wind Speed Hill Incline
Coef.
[lb/in^3] [] [in/sec] [in/sec] [deg]
0,00 0,03 616,00 88,00 0,00
[kg/m^3] [] [m/s] [m/s]
1,29 0,03 15,65 2,24
[mph] [mph]
35,00 5,00
Electrical Power @ Cruise:

Total Electrical
Electrical Power Electrical Power
Mechanical Power Power from
from batteries for from Batteries
Required for Motor Batteries @
Lights, etc. for Motor
Cruise
[hp] [Amps]
2,89 37,11
[Watts-
[Watts] [Watts] [Watts] [Watts]
hrs/Mile]
2157,90 220,00 2452,16 2672,16 76,35
r Performance:
Max Speed:
Max Continuous
Current through Radius of Wheel Gear Ratio
motor @ Cruise
Max Rotation of
[amps] [in] [sprocket/motor] Max Speed
Wheel
119,32 12,50 6,00 [rpm] [mph]
[meters] 591,67 44,01
0,32
attery Specs:
Amp-hr per Amp-hr of Energy of Driving Range
Battery Life Battery @ 60 min Batteries @ 60 Batteries @ 60 @ Cruise
drain min drain min drain Speed:
[miles] [Amp-Hr] [Amp-Hr] [Watt-hrs] [miles]
9572,03 29,00 174,00 2088,00 27,35
Gas Motorcycle Cost Comparison

Gas Operating Miles Between
Total Operating Cost Mileage Cost of Gas
Cost Oil Change
[cents/mile] [miles/gallon] [$/gallon] [cents/mile] [miles]

7,70 60 4 6,67 3000,00
cycle Cost Comparison
Total Gas-motorcycle
Cost of Oil Change Oil Change Cost
Operating Cost
[$] [cents/mile] [cents/mile]

30,00 1,00 7,67
Lennon Rodgers - eMoto Parts & Costs Page 1 of 4
eMoto Parts & Costs
What and where: all you need to know to begin purchasing parts
Below is a summary of the major parts you need, followed by a complete parts list with the costs and a
website where you can buy the part.
1. Motorcycle without a gas engine (aka a "motorcycle chassis" or a "rolling chassis")
2. Electric motor to propel the motorcycle
3. Batteries to supply the energy to the electric motor
4. A "motor controller" that delivers/regulates the energy from the battery to the motor. The controller also
offers the regenerative capabilities, and can be easily "customize" by temporarily plugging it into a
computer. The customization (i.e. reprogramming) is super easy, and is done using a simple program that
has pre-defined options (the program is typically provided by the controller manufacturer or purchased
separately. The Kelly controller used for eMoto comes with the required software). The controller can be
customized/reprogrammed to provide different acceleration profiles, etc.
5. A twist grip throttle that sends an electric signal to the controller - which determines how much energy is
sent to the motor from the batteries - and thus the driving speed. The signal is typically zero to five volts or
ohms depending on the type. The type (signal being volts or ohm) of throttle depends on the controller.
6. A DC to DC converter that takes your new battery pack voltage (72 Volts) and converts it to 12 Volts, so
you can use your new battery pack to run the lights, signals, etc. on the existing motorcycle (since they run
on 12 Volts).
7. A battery charger to re-charge your batteries for continual (cyclic) use.
8. A high-current switch that will connect the batteries to the controller. It acts as the on/off switch. This is
some times called a "contactor".
9. A high-current fuse to limit the amount of energy draw from the batteries in case of a short/failure.
10. An instrument to measure your current and voltage in real-time.
11. A large gear ratio to reduce the amount of current required when accelerating (this can be accomplished
with a large custom rear sprocket and a small front gear/pinion on the motor).
There are a few other semi-major components. All are listed below with the respective cost and a website
where they can be purchased.
Parts and Cost List:

1. 2007 LIFAN TMS Motorcycle w/out an Engine: $650
WebPage
http://lennonrodgers.googlepages.com/emotoparts%26costs 02-04-2009
Click HERE for more information on how you can order this same motorcycle w/out an engine.
************************
2. Motor (Mars Electric: ME0709, 300 amps peak and 125 amps continuous, 24-72 VDC, brushed
PM): $481
WebPage
Motor Engineering Drawing here (dimensions, etc.)
Motor Performance Plots
************************
3. Batteries (6 x 12 Volt B&B EVP44-12 Batteries): $280
WebPage
Battery Manual here
Copper lugs for battery cables (Qty = 25): $15

WebPage
Battery cables (welding #4 wire, 18 feet): $28

Ebay
Click HERE for instructions on making the battery cables.
************************
4. Controller (Kelly Controller: KD72301, 300A for a PM with Regen): $350

WebPage
Manual and Wiring Diagram for Kelly Controller here
Click HERE for a simplified controller wiring diagram I put together.
Adapter for controller to PC: $9

WebPage
RS232 cable from controller to PC: $9

WebPage
************************
5. Throttles (2 x Magura 0-5K Twist Grip): $100 (for two: one for regen/-acceleration and one for
+acceleration): $100
WebPage
************************
6. DC/DC Converter (60V-84V to 12V 300W): $100

WebPage
Note: very large - might consider a different one.
********************************
7. Chargers (6 x Soneil 12 Volt 3 Amp Constant) 6 individual 12 Volt chargers. This was chosen to provide
proper charging for each of the 6 batteries: $260
WebPage
Charger Manual / Instructions here
Each battery has it's own charger. No diodes (I'm assuming the charger has something like that
inside). The battery charger is attached to the battery just like it would if it was being charged by
itself on a bench (+ to + and - to -).
************************
8. High Current Manual Switch: $17
Local automotive store (I'm sure you could buy it online too).
************************
9. High Current Fuse (ANE 200A-500A) and Holder: $15

WebPage WebPage
************************
10. Measurement Display / Real-time Analysis (Cycle Analyst CA-HC). This measures the energy,
voltage, etc. in real-time: $181
WebPage
Cycle Analyst Manual / Instructions for wiring here
************************
11. 72-tooth gear for rear: $78
Azusa Engineering, tony@azusaeng.com
12-tooth gear for motor: $14

McMaster Carr, Part #: 2500T444
WebPage
ANSI #40 chain: $25

McMaster Carr, Part #: 6261K448
WebPage
************************
Electrical Plug for Tank (for charging with extension cord): $10
WebPage
************************
L-brackets (for battery supports, Steel, 2'' x 2'' @ Local hardware store or McMaster): $50
Threaded rod (for battery supports, Steel, 1/4-20 thread @ Local hardware store or McMaster): $10
Misc items (nuts, bolts, shrink wrap, wiring, etc., switch for controller, etc.): ~$200
************************************************
Other options (considered but did not purchase):
Throttle: Hall 0-5V Twist Grip

WebPage
Charger (24V-72V/15A-40A)
WebPage
Main Contactor (24-84 VDC Coils 400Amps)

WebPage

Lennon Rodgers - How to Purchase a Lifan Motorcycle w/out an Engine Page 1 of 1
How to Purchase a LifanMotorcycle w/out an

Engine
This is by far the easiest part! They will ship it directly to your door - very quicklyw/out an engine -in a
metal container. You will have toclip a few more wires, etc. but it should be straight forward.
The guy that sold me the TMS sport bike is now selling the same TMS rolling chassis on eBay:
http://cgi.ebay.com/ebaymotors/tms200-lifan-rolling-chassis-frame-wheel-sport-bike-
250_W0QQitemZ160207607947QQihZ006QQcategoryZ35599QQrdZ1QQssPageNameZWD7VQQcmdZViewItemQQ_t
Cost of the rolling chassis (everything minus an engine):
$650 + shipping
Shipping = $395 for one, and $250 for each additional
Pickup is an option if you live in the L.A. / California area.
If you have any questions, contact (not me):

Contact Mike
TEL: 626.388.9898
http://t-motorsports.com/
http://lennonrodgers.googlepages.com/motorcyclepurchaseinformation 02-04-2009
Valve Regulated Lead-Acid Rechargeable Battery
EVP44-12
The battery is constructed by plates,
separators, safety valves and container.
Since the electrolyte is held by a glass-
mat separator and plates, the battery
can be used in any direction and position
without leakage.
PERFORMANCE SPECIFICATIONS
Nominal Voltage(V)................................................................................................................................12 volts(6cells in series)
Nominal Capacity(Ah)
20 Hour rate F.V.(1.75V/cell) (2.2A to 10.50volts) ....................................................................................................44.0Ah
5 Hour rate F.V.(1.75V/cell) (7.48A to 10.50volts) ...................................................................................................37.4Ah
30 Min rate F.V.(1.30V/cell) (55.0A to 7.80volts)........................................................................................................27.5Ah
Approximate Weight.........................................................................................................................................15.5kg(34.181lbs.)
Terminal
Standard........................................................................................................................................................................Type B2
Optional.......................................................................................................................................................................Type I1, I2
Internal Resistance (Fully Charged Battery)......................................................................................................................<5m
Maximum Discharge Current For 5 sec.(A).........................................................................................................................600A
Maximum Charge Current(A)...............................................................................................................................................13.2A
Ambient Temperature
Charge...................................................................................................................................................0oC(32oF)~40oC(104oF)
Discharge............................................................................................................................................-20oC(-4oF)~50oC(122oF)
Storage................................................................................................................................................-20oC(-4oF)~40oC(104oF)
Vibration test:
Frequency: 16.7HZ
Amplitude: 4mm
Vibrate the battery horizontally or vertically for 60 minutes. The battery have no abnormality.
Case..........................................................................................................................................................................................ABS
Dimension(mm/inch)
Length 1.5mm............................................................................................................................................197/7.76
Width 1.5mm............................................................................................................................................165/6.50
Container Height 1.5mm............................................................................................................................................171/6.73
Total Height 1.5mm............................................................................................................................................171/6.73
Application................................................................Wheelchairs, Lawn Mowers, Electronic Medical Equipment, Golf-Carts.
EVP44-12 Battery discharge characteristics (25 O C/77 O F) Battery Charging Characteristics
(Typical example of the charge characteristic for the cycle use)
13.0
140 0.21 15.0 Charge voltage
12.0
120 0.18 14.0 e
Charge volum
Charging current(CA)
Charge Voltage(V)
Charge Volume(%)
11.0 100 0.15 13.0
Terminal Voltage(V)
1 Discharge
7.48A 4.18A 2.20A 100%(0.05CA x 20h)
11A 80 0.12 12.0
10.0 50%(0.05CA x 10h)
2 Constant voltage charging
60 0.09 11.0 Charge voltage:2.45V/cell
Charge current:0.1CA
9.0 3 Temperature 20 o C(68 o F)
40 0.06 10.0
8.0
20 0.03
220A 176A 132A 88A 44A
Charge current
7.0 0 0 0
1 2 3 5 10 20 30 60 2 3 5 10 20 30 0 5 10 15 20 25
Min Hr
Charge time (h)
Discharge time Battery Life Characteristics of Cyclic Use
Charging Procedure Testing Conditions :Discharge Current : 1C Amp(F.V. 1.60v/cell)
Charging Current : 0.1C Amp
Charging Volume : 120% ofo Discharge
o
Capacity
Charging time Ambient Temperature : 20 C(68 F)
Charging Temperature 0.1CA, 20 o C
Voltage compensation Max. charging (h)
Application Charging o coefficient of current
at 20 C
method charging voltage (CA) 120
(V/cell)
(mV/ o C/cell) 100% 50%
Retention Capacity(%)
discharge discharge
100
Constant
For standby voltage & 2.25~2.30 -3 24 80
0.3 20
power Source Constant
current
60
charging
For (with current 100% 50% 30%
cycle service restriction) 2.40~2.50 -4 0.3 16 10 (Depth of discharge) (D.O.D.) (D.O.D.)
40
20
0
0 300 600 900 1200 1500
Number of cycles
OUTER DIMENSIONS TERMINAL TYPE
mm(inch) Constant power discharge characteristics at 25OC/77 OF
Terminal I1
Terminal B2 Discharge time
M5 Final
2.0(0.08)
5Min 10Min 15Min 30Min 45Min 1Hr 3Hr 5Hr 10Hr

15.0(0.59) 5.2(0.20) Voltage
7.5(0.30)
Battery output power(W)

5.5(0.22)
17.0(0.67)
10.80V 1890 1339 1013 605 428 345 140 88.5 49.3
10.50V 2188 1451 1064 628 446 355 143.5 90 50.3

[M5 BOLT & NUT]
[M5 BOLT & NUT] 10.20V 2325 1509 1095 642 455 363 144.6 90.7 50.6
Terminal I2 9.90V 2430 1542 1120 652 461 367 146 91.1 50.7
197 1.5(7.76 0.06) 165 1.5(6.50 0.06)
M6 9.60V 2510 1570 1140 660 466 370 146.5 91.4 50.7
171 1.5(6.73 0.06)
2.0(0.08)
TERMINAL POSITION
[M6 BOLT]
USA: CHINA FACTORY: JAPAN:

B&B BATTERY(USA) INC. B&B BATTERY(JAPAN) CO., LTD.
6415 RANDOLPH ST.COMMERCE, 1375-11 NARAHARA-MACHI,HACHIOJI,
CA,90040 U.S.A. RAOPING, GUANG DONG,CHINA,515700 TOKYO 193-0803,JAPAN.
TEL:1-323-278-1900.1-800-278-8599 TEL:86-768-7601001-2 TEL:81-426-25-6375
FAX:1-323-278-1268 FAX:86-768-7601469 FAX:81-426-25-6375
E-Mail:sales@bb-battery.com E-Mail:maggy@bb-battery.com E-Mail:miyata@bb-battery.com
EUROPE:
B&B BATTERY(EUROPE) B.V. HONG KONG: TAIWAN:
3 WIJNGAARDVELD, 9300 AALST,BELGIUM NATIONAL TRADING LTD. B.B. BATTERY(TAIWAN) CO., LTD.
TEL:(00)32-53781567 TEL:852-2301-3800 TEL:886-6-502-5150
FAX:(00)32-53781567 FAX:852-2739-1182 FAX:886-6-589-8087
E-Mail:hansdevriese@bb-battery.com E-Mail:bbhk@hkstar.com E-Mail:maggy@bb-battery.com
All data shall be changed without prior notice, BB reserves the right to explain and update the information contained hereinto. REV. May. 2006
Lennon Rodgers - Making High-Voltage/Current Cables for EV's Page 1 of 4
Making High-Voltage/Current Cables for EV's
Below are instructions on making high voltage/current cables for electric vehicles/motorcycles. This method is a soldered
joint that is extremely strong, and does not require/use a crimper.
The eMoto parts list shows that you'll need these parts:
************************************
1) Copper lugs for battery cables (Qty = 25): $15

WebPage
2) Battery cables (welding #4 wire, 18 feet): $28

Purchased from Ebay
3) Heavy gage solder (can be purchased locally or online)
4) Solder flux (click here for a definition, can be purchased locally or online)
5) 3M 1/2''-diameter Heatshrink ((FP-301H) rubber shrink wrap for cables, available at all electronics stores or online)
6) Tools: Propane torch, welding (or fireplace) gloves & pliers
************************************
Step #1: Drill a small hole in your copper lug as shown below (just through the first wall)
http://lennonrodgers.googlepages.com/cables 02-04-2009
Step #2: Cut your cables to the proper length
Step #3: Strip (remove the rubber coating from) the cables on both ends, so that the copper
part can reach all the way inside the lug.
Step #4: Apply solder flux to the exposed copper of one end of the cable.
Step #5: Light the propane torch
Step #6: Slip the copper lug over the exposed/stripped cable
Step #7: [use gloves now] Hold the cable (with lug dangling on the end) in one hand, and a
string of thick solder in the other hand. Place the lug over the flame and allow it to get hot.
Put/hold/press the solder into the drilled hole on the lug. Once the lug reaches the melting
temperature of the solder, the flux with suck/wick the melted solder down into the joint. I was
amazed how well the solder sucked down into the hole. Note that the solder will be attracted
to the flux, and will not go anywhere else. It's very easy and clean. Be careful not to get the
flame too close to the rubber cable part (it will melt). Keep applying the heat and the solder
as necessary - and fill the entire inside the lug until it starts flowing out.
Step #8: The joint will cool very quickly (after being removed from the flame/heat), so [with
gloves] shove the lug into place (tight against the copper wire) as it is cooling. It will form a
rock-solid joint.
Step #9: Let it cool.
Step #10: Slip a piece of heatshrink over the lug and wire and apply a light amount of heat.
Repeat to make many cables! Here is the finished product:
<----- Back to Main Page
User’’s Manual
Kelly KD Series DC Motor Controller User V 2.5
Kelly KD Brushed Motor Controller

User’’s Manual
User
Devices Supported:
KD36200 KD48200 KD72200
KD36201 KD48201 KD72201
KD36202 KD48202 KD72202
KD36203 KD48203 KD72203
KD36300 KD48300 KD72300
KD36301 KD48301 KD72301
KD36302 KD48302 KD72302
KD36303 KD48303 KD72303
KD36400 KD48400 KD72400
KD36401 KD48401 KD72401
KD36402 KD48402 KD72402
KD36403 KD48403 KD72403
KD48500 KD72500
KD48501 KD72501
KD48502 KD72502
KD48503 KD72503
KD48600 KD72600
KD48601 KD72601
KD48602 KD72602
KD48603 KD72603
Rev.2.5
Feb. 2008
User’’s Manual
Contents
Chapter 1 Introduction............................................................................................ 2
1.1 Overview...................................................................................................... 2
Chapter 2 Main Features and Specifications..........................................................3
2.1 General functions.........................................................................................3
2.2 Features.......................................................................................................3
2.3 Optional Features (Terminals available on back side)................................ 3
2.4 Specifications...............................................................................................4
2.5 Models......................................................................................................... 4
Chapter 3 Wiring and Installation............................................................................5
3.1 Mounting the Controller............................................................................... 5
3.2 Connections.................................................................................................7
3.3 Installation Checkout................................................................................. 16
Chapter 4 Maintenance.........................................................................................17
4.1 Cleaning.....................................................................................................17
Table 1: LED CODES............................................................................................18
Contact Us:........................................................................................................... 20
Page 1
User’’s Manual
Chapter 1 Introduction
1.1 Overview
The manual introduces Kelly motor controllers’ features, installation and maintenance.
Read the manual carefully and thoroughly before using the controller. If you have any
questions, please contact the support center of Kelly Controls.
Kelly’s programmable motor controllers provide efficient, smooth and quite controls for
electrical vehicles like golf cart, electric motorcycle, fork lift, as well as electric boat and
industry motor speed control. It uses high power MOSFET, fast PWM to achieve efficiency 99%
in most cases. Powerful microprocessor brings in comprehensive and precise control to the
controllers. It also allows users to set parameters, conduct tests, and obtain diagnostic
information quickly and easily.
Page 2
User’’s Manual
Chapter 2 Main Features and Specifications

2.1 General functions
(1) The controller measures battery voltage. It won’t drive motor if B+ is higher than the
maximum operating voltage. It also stops driving if battery voltage is too low. You can
identify the error from LED codes. Under voltage threshold and over voltage threshold are
configurable with PC GUI.
(2) The controller will close the main contactor after power on self-test. Then it waits a
configurable time (default to 0.5s) for contactor bumping.
(3) Current loop and over current protection are built in for both field and armature. The field
current is constant across all operation conditions except in the case of field weakening.
Armature current is commanded by throttle position sensor.
(4) The armature current is trimmed down at low temperature and high temperature to protect
battery and controller. The armature current will ramp down quickly over 90C. Both
armature and field will shut down at 100C. Low temperature current ramping down usually
starts at 0C.
(5) Cutting back current at low battery is built in every controller to extend battery life. Caution!
Excessive voltage drop on wiring may cause problem! Proper gauge of wire is required.
(6) The max regeneration current is about half of max output current. Caution! Regeneration
can have braking effect, but it can't replace mechanical brake. The controller may shut
down regen in some cases.
(7) Max reverse speed is configurable to half of max forward speed.
2.2 Features
•Intelligence with powerful microprocessor,
• Synchronous rectification, fast PWM, and ultra low drop to provide high efficiency.
• Rugged aluminum housing for maximum heat dissipation.
•Current loop and over current protection for both field coil and armature.
•Current multiplication. Usually the armature current is much higher than the current drawn
from battery.
•LED blinking code indicates fault sources.
•Battery protection: current cutback and turnoff when battery voltage is too low.
•Thermal protection: current cuts back at high temperature and low temperature to protect
battery and controller.
• Critical parameters can be configured with GUI to best fit your application.
2.3 Op
2.3 tional Features (Terminals available on back side)
Optional
Following features are configurable through series communication with a host PC.
•”RLY” can be configured as a Peak and Hold Main Contactor coil driver.
•”PWM” is an output to drive Reverse Alarm.
• SW1 as Brake Switch is required for regeneration.
• 0-5V AN1 as Brake analog input can be configured for continuous variable regeneration.
• 0-5V AN2 can be configured as alternative throttle input.
Page 3
User’’s Manual
• SW2 can be configured as throttle switch.

• SW3 can be used as 5V supply of sensors.
2.4 Specifications
2.4
• Frequency of Operation: 16.6 KHz.
• Standby Current: less than 3 m A.
• Controller power supply current, PWR, 150mA.
• Controller power supply voltage, PWR, 18V to 90V.
• Minimum operating voltage, B+, 18V.
• Max regeneration voltage, B+, 1.25* Nominal.
• Throttle Input: 0-5 K, 5-0 K ohms, 0-5 Volts.
• Full Power Operating Temperature Range: 0C to 50 C (controller case temperature).
• Operating Temperature Range: -30C to 90 C, 100C shutdown (controller case temperature).
• Peak and Hold Main Contactor Driver: 3A peak, 1A hold.
• Alarm Output: 200mA.
• Armature Current Limit, 1 minute: 200A / 300A / 400A / 500A / 600A.
• Armature Current Limit, continuous: 80A / 120A / 160A / 200A / 240A.
2.5 Models
2.5
The naming regulations of the Kelly motor controller model:
KD48301
The seventh letter represents regeneration
(0:Series or PM Motor Controller; 1: PM
Motor Controller with regeneration; 2 : Shunt
Motor Controller; 3 : Shunt Motor Controller
with regeneration).
The fifth and sixth letters represent the max

current divided by 10.
The third and fourth letters represent the

max rating voltage
The first and second letters represent Kelly’s

DC motor controller.
Page 4
User’’s Manual
Chapter 3 Wiring and Installation

3.1 Mounting the Controller
The controller can be oriented in any position as clean and dry as possible, or shield with a
cover to protect it from water and contaminants.
To ensure full rated output power, the controller should be fastened to a clean, flat metal
surface with four screws. The case outline and mounting holes’ dimensions are shown in Figure
1.
Caution:
• RUNAWAYS — Some conditions could cause the vehicle to run out of control. Disconnect
the motor, or jack up the vehicle, and get the drive wheels off the ground before
attempting any work on the motor control circuitry.
• HIGH CURRENT ARCS — Electric vehicle batteries can supply very high power, and arcs
can occur if they are short circuit. Always turn off the battery circuit before working on the
motor control circuit. Wear safety glasses, and use properly insulated tools to prevent
short circuit.
Page 5
User’’s Manual
Tall: 62 millimeters
Figure 1: mounting holes’ dimensions (dimensions in millimeters)
Page 6
User’’s Manual
3.2 Connections
3.2.1 Front Panel of Seri es Wound or PM Motor Controller:
Series
Seven metal bars are provided for connecting to the battery, motor and control signals in
the front of the controller shown as Figure 2.
M-: output to motor

B+: battery positive
B-: battery negative
PWR
WR:: controller power supply,
usually to key switch.
REV: reverse switch input
TPS: resistive throttle analog
input
GND: TPS return and other
signal ground
Figure 2: Front panel of Series Wound or PM Motor Controller
Caution: Make sure all connections are correct before apply ing power. Otherwise it may
applying
damage the controller! Please securely wire B- before applying power. It's preferred to place
contactor or breaker on B+. Don't connect GND to B-.Please place precharge resistor on any
breaker! It can cause damage without it!!!
switch: The vehicle should have a master switch to turn the controller on and off.
1. Power switch
PWR provides power for the controller. It is preferred that PWR provides power to switches,
coils and other accessories. It must be capable of carrying the current.
2. Reverse switch input
input: Make sure the throttle is released before changing direction, or controller will
stop output. It is considered as reverse when the input reaches 0.7*PWR voltage
3. Resistive throttle analog input: 0-5K or 5-0K resistive throttle analog input. Default to 0-5K. Default
effective zone is 20%-80%. Below 1K corresponds to zero speed and above 4K corresponds to full
speed. If open, controller will take AN2 0-5V input as alternative.
Page 7
User’’s Manual
3.2.2 Standard Wiring of Series Wound and PM Motor Controller
Figure 3: Series wound motor controller standard wiring
Page 8
User’’s Manual
Figure 4: PM motor controller standard wiring
Page 9
User’’s Manual
3.2.3 Front Panel of Sep/Ex and Shunt Motor Controller:
Nine metal bars are provided for connecting to the battery, control signals, motor armature
and field in the front of the controller.
M-: output to motor

armature
B+: battery positive.
F1: field positive
F2: field negative
PWR: power switch input
TPS: resistive throttle
analog input
GND: sensor return
Figure 5: Front Panel of Shunt Motor Controller
1. Power switch
switch: The vehicle should have a master switch to turn the controller on and off.
PWR provides power for the controller. It is preferred that PWR provides power to switches,
coils and other accessories. It must be capable of carrying the current.
2. Reverse switch inputinput: Make sure the throttle is released before changing direction, or
controller will stop output. It is considered as reverse when the input reaches 0.7*PWR voltage
3. Resistive throttle analog input: 0-5K or 5-0K resistive throttle analog input. Default to 0-5K.
Default effective zone is 20%-80%. Below 1K corresponds to zero speed and above 4K
corresponds to full speed. If open, controller will take AN2 0-5V input as alternative.
4. F1 and F2: Connect to motor field coil. Motor moves forward when current flow from F1 to F2,
in the case of REV switch open.
Page 10
User’’s Manual
3.2.4 Standard Wiring of Sep/Ex and Shunt Motor Controller:
Figure 6: Sep-Ex Motor Controller Standard Wiring
Page 11
User’’s Manual
3.2.5 Back Panel

Panel::
Nine metal bars and a communication port are provided on the back panel of each
controller shown as Figure 7.
Figure 7: Back Panel of all Controllers

MAIN RLY: main contactor coil driver.
BEEP/MTR:: can drive one of following: reverse alarm.
BEEP/MTR
LED: LED anode
GND: LED cathode and sensor return
TPS
TPS22 AN
AN:: 0-5V throttle analog input, as alternative of 0-5K TPS input.
5V OUT:
OUT:+5V 30mA output as TPS sensor supply.
BRK SW: brake switch input, active when apply PWR voltage
BRK AN: 0-5V brake analog input.
TPS2 SW: throttle switch input, active when apply PWR voltage
Page 12
User’’s Manual
3.2.
3.2.66 Communication Port
A SCI port is provided to communicate with RS232 of host computer for calibration and configuration.
Please note only a special RS232 Converter provided by Kelly Controls can be used. Please use straight
RS232 cable to connect with PC
3.3 Installation Checkout

3.3
Before operating the vehicle, complete the following checkout procedures. Use LED code
as a reference. The LED codes are listed in Table 1.
Caution:
• Put the vehicle up on blocks to get the drive wheels off the ground before beginning these
tests.
• Do not allow anyone to stand directly in front of or behind the vehicle during the checkout.
• Make sure both the PWR switch and the brake are off.
• Use well-insulated tools.
• Make sure the wire is connected correctly
• Turn the PWR switch on. The LED should blink, then keep on when the controller operates
normally. If this does not happen, check PWR voltage and controller ground.
• The fault code will be detected automatically at restarting.
• With the brake switch open, select a direction and operate the throttle. The motor should
spin in the selected direction. If it does not, verify the wiring to the REV switches, REV
contactors, Main contactor and motor. Also check fuse. The motor should run faster with
increasing throttle. If not, refer to Table 1 LED code, and correct the fault according to the
code.
• Take the vehicle off the blocks and drive it in a clear area. It should have smooth
acceleration and good top speed.
Page 13
User’’s Manual
Chapter 4 Maintenance
There are no user-serviceable parts inside the controllers. Do not attempt to open the
controller, or you will damage it. However, clearing the controller exterior periodically should be
necessary.
The controller is inherently a high power device. When working with any battery powered
vehicle, proper safety precautions should be taken. These include, but are not limited to: proper
training, wearing eye protection, avoiding loose clothing and jewelry, and using insulated
wrenches.
4.1 Cleaning
Although the controller requires actually no maintenance after properly installed, the
following minor maintenance is recommended in certain applications.
• Remove power by disconnecting the battery.
• Discharge the capacitors in the controller by connecting a load (such as a contactor coil or
a horn) across the controller’s B+ and B- terminals.
• Remove any dirt or corrosion from the bus bar area. The controller should be wiped down
with a moist rag. Be sure it is dry before reconnecting the battery.
• Make sure the connections to the bus bars are tight. Use two wrenches for this task in order
to avoid stressing the bus bars; the wrenches should be well insulated.
Page 14
User’’s Manual
Table 1: LED CODES

LED Code Explanation Solution
Off No power or no 1. Check whether the connection is correct.
operating 2. Check fuse and power supply switch.
On operate normally That’s great! You got solution!
1,2 ¤ ¤¤ Over voltage error 1. Battery voltage is higher than max operating
voltage of the controller. Please check the battery
voltage.
2. Over voltage at regeneration. Controller will cut
back or stop regeneration .
1,3 ¤ ¤¤¤ Low voltage error 1. The controller will attempt to clear the fault
code automatically after 5 second if battery
voltage returns to normal.
2. Check the battery voltage.
3. Charge battery if necessary.
1,4 ¤ ¤¤¤¤ Temperature 1. The controller temperature is over 90ºC. The
warning error controller will cut back current in the case. Stop
or reduce output to ensure the temperature fall.
2,1 ¤¤ ¤ Throttle sensor 1. Check whether the connecting is correct.
fault 2. Check whether the throttle type is correct.
3. If configured 0-5V hall throttle, check whether the
voltage is over 5V.
4. Whether connects to the front panel or the back
panel conform to configured throttle type.
2,2 ¤¤ ¤¤ Internal voltage 1. Check whether the B+ and PWR voltage are
fault correct.
2. Please check load on 5V supply.
3. The controller is damaged.
2,3 ¤¤ ¤¤¤ Over temperature 1. When controller’s temperature is over 100ºC. it
error will stop driving in order to protect itself.
2. Stop driving and wait for temperature fall. Once
temperature falls below 80 ºC, the controller will
restart driving.
2,4 ¤¤ ¤¤¤¤ Throttle error when 1. The throttle have signal at power-on (Default
startup effective zone is 20%-80%.i.e.0-5K throttle,
actually regard 1K as 1%,4K as 100%), reset
throttle’s effective range or set throttle safety
switch by configurable.
2. Step on throttle at the same time when power-on,
the fault will disappear after restarting or
releasing throttle.
3,1 ¤¤¤ ¤ The controllers 1. Default will disappear after restarting.
reset times too mu
Page 15
User’’s Manual
ch
3,2 ¤¤¤ ¤¤ Internal reset Reset caused by over current or so. It is normal if
occurring occasionally.
3,3 ¤¤¤ ¤¤¤ Brake sensor error 1. Check whether the connecting is correct.
2. Chenk whether the connecting of throttle type is
correct.
3,4 ¤¤¤ ¤¤¤¤ Throttle have The controller will stop output. It will get right after
signal when release throttle.
change direction
4,1 ¤¤¤¤ ¤ Over voltage error Beyond the setting value of over voltage when
when regeneration regeneration or startup (can set the value of over
voltage by configurable),the controller will stop
regeneration. Regeneration can work when voltage
reduces to recovery voltage and release brake
throttle.
4,2 ¤¤¤¤ ¤¤ Field error 1. Field do not reach setting current(can change by
configurable software) .
2. Field open circuit, please check field connecting.
The LED flashes once at power on, then keeps on for normal operation. “1, 2”
means it flashed once, then flashes twice after 1 second. The time between two flashes
is 0.5 second. The pause time between one error code and another error code is 2
second.
Contact Us:
Kelly Controls, LLC
Home Page:
http://www.kellycontroller.com
E-mail:
support@kellycontroller.com
Phone:
(001) 224 637 5092
Page 16
Kelly KD Series Controllers Configurable Program Online Demo / Help Page 1 of 7
Kelly KD Controllers Configuration Program Online Demo / Help
Please check controller power and RS232 connection
http://www.kellycontroller.com/mot/help.html 02-04-2009
Step 1
Step 2
Step 3
Step 4 (Only for Sep/Ex motor with seperate field control)
Step 5 (Only for regen model)
Step 6 Finish setting
Tradutor
Seleccionar idioma
Miniaplicações fornecidas pela

Google
Kelly Motor Controller User’s Manual V 2.3
Kelly Motor Controller

User’s Manual
Devices Supported:
KD36200 KD48200 KD72201
KD36201 KD48201 KD72301
KD36202 KD48202 KD72401
KD36203 KD48203 KD72501
KD36300 KD48300 KD72601
KD36301 KD48301 KD84200
KD36302 KD48302 KD84300
KD36303 KD48303 KD84400
KD48400 KD84500
KD48401 KD84600
KD48402
KD48403
KD48500
KD48501
KD48502
KD48503
KD48600
KD48601
KD48602
KD48603
Rev.2.3
Dec/2007
Contents
Chapter 1 Introduction .......................................................................................... 2
1.1 Overview .................................................................................................... 2
Chapter 2 Main Features and Specifications ........................................................ 3
2.1 General functions ...................................................................................... 3
2.2 Features .................................................................................................... 3
2.3 Optional Features (Terminals available on back side)............................... 4
2.4 Specifications ............................................................................................ 4
2.5 Model ......................................................................................................... 4
Chapter 3 Wiring and Installation .......................................................................... 5
3.1 Mounting the Controller ............................................................................. 5
3.2 Connections ............................................................................................... 7
3.3 Installation Checkout ............................................................................... 16
Chapter 4 Maintenance ....................................................................................... 17
4.1 Cleaning .................................................................................................. 17
Table 1: LED CODES ......................................................................................... 18
Contact Us: ......................................................................................................... 19
Page 1
Chapter 1
Introduction
1.1 Overview
The manual introduces Kelly motor controller features, installation and maintenance. Read
the manual carefully and thoroughly before use the controller. Should you have any questions,
please contact the support center of Kelly Controls, LLC.
Kelly’s programmable motor controllers provide efficient, smooth and quite controls for
electrical vehicles like golf cart, go-cart, electric motorcycle, fork lift, as well as electric boat and
industry motor speed control. It uses high power MOSFET, fast PWM to achieve
efficiency >98% in most cases. Powerful microprocessor brings in comprehensive and precise
control to the controllers. It also allows users to set parameters, conduct tests, and obtain
diagnostic information quickly and easily.
Page 2
Chapter 2
Main Features and Specifications
2.1 General functions
(1) The controller will automatically detect how many batteries used. It won’t drive motor if the
voltage is higher than the maximum operating voltage. It also stops driving if battery voltage
is too low. You can identify the error from LED code.(can configure low voltage or over
voltage value by configurable software)
(2) The controller will close the main contactor after power on self-test. Then it waits for a
configurable time (default to 0.5s) in the case of contact bumping.
(3) Current loop and over current protection are built in for both field and armature. The field
current is constant across all operation conditions except in the case of field weakening.
Armature current is commanded by throttle position sensor.
(4) The armature current is trimmed down at low temperature and high temperature to protect
battery and controller. The armature current will ramp down quickly if controller temperature
is higher than 90C. Both armature and field will shutdown at 100C. Low temperature current
ramping down usually starts at 20C.
(5) Current cut back at low battery is built in every controller to extend battery life. When
regeneration, monitor voltage in order to prevent over voltage at the same time. Caution!
Excessive voltage drop on wiring may cause problem! Proper gauge of wire is required.
(6) The max regeneration current is about half of max output current. Caution! Regeneration
function can reach electric brake effect, but can't make it use as brake, it also need
mechanical brake at the same time.
(7) Can configure max reverse speed is about half of max forward speed (default to full speed)
and can configure the max forward speed.
(8) The throttle position must have no effective pedal signal when power on. Otherwise the
controller will not drive motor.
2.2 Features
•Intelligence with powerful microprocessor, synchron-rectification, fast PWM, and very low drop
to provide high efficient and smooth motor control.
•Thermal enhanced rugged aluminum housing, push-on connectors and plated copper bus.
•Current loop and over current protection for both field coil and armature. It provides timely
response to driver command, and best protect the motor, the controller and the battery.
•Current multiplication. Usually the armature current is much higher than the current draw from
battery.
•LED blinking indicates fault sources.
•Battery protection: current cut back and turn off should battery voltage too low.
•Thermal protection: current cut back on high temperature and low temperature to protect
battery and controller.
•Simple installation - uses two-wire 0-5K or 5-0K or 0-5V throttle potential meter. The controller
will detect open wire for throttle or brake sensor. Other sensor types can be used as well.
Page 3
•Calibration and configuration can trim the controller parameters to best fit your application, but
isn’t required for operation in most cases. Connect the controller to a host computer with a
cable provided by us. The GUI is provided for all kinds of Microsoft Windows.
2.3 Optional Features (Terminals available on back side)

The optional features are configurable through series communication with a host PC.
•”RLY” is a PWMable low side driver that can be configured as a Peak and Hold Main Contact
driver.
•”PWM” is a PWM output to drive a Reverse Alarm or Current Meter. It’s default to a Reverse
Alarm.
• Brake Switch is required for regeneration. An analog Brake Input can be configured for
continuous variable regeneration.
• Support multi-type throttle, including 0-5K or 5-0K resistive throttle, 0-5V hall throttle.
When configure 0-5K or 5-0K throttle by configurable software, make TPS of front panel
connect to the throttle. When 0-5V hall throttle, making AN2 of back panel connect to the
throttle.(SW3 of back panel can provides 5V and the max 30mA to 5V hall throttle.).
2.4 Specifications
• Frequency of Operation: 16.6 KHz.
• Standby Current: less than 15 mA.
• Standard Throttle Input: 0-5K , 5-0K ohms,0-5 Volts .
•Full Power Operating Temperature Range:-30C to 90 C, 100C shutdown (controller
temperature).
• Armature Current Limit, 3 minutes: 200A / 300A / 400A / 500A / 600A.
• Armature Current Limit, continuous: 120A / 160A / 200A / 250A / 300A.
• Peak and Hold Main Contactor Driver: 3A peak, 1A hold.
•Current Meter or Alarm Output: 200mA.
2.5 Model
The naming regulation of the Kelly motor controller model:
KD48301
The seventh letter represents the type of
controller and whether the controller has
regeneration (0 represents Series or PM
Motor Controller, 1 represents PM Motor
Controller with regeneration, 2 represents
Shunt Motor Controller, 3 represents Shunt
Motor Controller with regeneration).
The fifth and sixth letters represent the max
current divided by 10.
The third and fourth letters represent the

max rating voltage
The first and second letters represent Kelly’s Page 4

DC motor controller
Chapter 3
Wiring and Installation
3.1 Mounting the Controller
The controller can be oriented in any position as clean and dry as possible, or shield with a
cover to protect it from water and contaminants.
To ensure full rated output power, the controller should be fastened to a clean, flat metal
surface with four screws. The case outline and mounting hole dimensions are shown in Figure
1.
Caution:
• RUNAWAYS — Some conditions could cause the vehicle to run out of control. Disconnect
the motor, or jack up the vehicle, and get the drive wheels off the ground before
attempting any work on the motor control circuitry.
• HIGH CURRENT ARCS — Electric vehicle batteries can supply very high power, and arcs
can occur if they are short circuit. Always turn off the battery circuit before working on the
motor control circuit. Wear safety glasses, and use properly insulated tools to prevent
short.
Page 5
Figure 1: mounting hole dimensions(dimensions in millimeters)
Page 6
3.2 Connections
3.2.1 Front Panel of Series or PM Motor Controller:
Seven metal bars are provided for connections to the battery, motor and control signals in
the front of the controller shown as Figure 2.
M-: output to motor

B+: battery positive
PWR: controller power supply,
usually to key switch.
TPS: resistive throttle analog
input
GND: TPS return and other
signal ground
Figure 2: Front panel of Series or PM Motor Controller
Caution: Make sure all connections are correct before apply power. Otherwise it may damage
the controller!
1. Power switch: The vehicle should have a master on/off switch to turn the controller on and off.
The voltage switch connects to battery voltage positive(36V and 48V controllers,KD72xxx and
KD84xxx are 18-40V positive).
PWR provides power for the controller. It also preferred that PWR provides power to switches,
contact coil, and other actuators. It must be capable of carrying these currents.
2. Reverse switch input: Make sure the throttle is released before change direction, otherwise go awry
and stop output. It is considered as reverse when the reverse switch voltage reach the battery voltage
(36V and 48V controllers, KD72xxx and KD84xxx are 18-40V positive). Otherwise considered it is
forward.
3. Resistive throttle analog input: The 0-5K or 5-0K resistive throttle analog input, It’s default to 0-5K.
The effective zone of default throttle is 20%-80%, Below 1K speed corresponds to zero speed and
above 4K speed corresponds to full speed(can configure effective zone or throttle type by configurable
software). If configured 0-5V hall throttle, please take a look at the back panel wiring diagram.
Page 7
3.2.2 Standard Wiring of Series and PM Motor Controller
Figure 3: Series motor controller of 24-48V standard wiring
Page 8
Figure 4: Series motor controller of 72-84V standard wiring
Page 9
Figure 5: PM motor controller of 24-48V standard wiring
Page 10
Figure 6: PM motor controller of 72-84V standard wiring
Page 11
3.2.3 Front Panel of Shunt Motor Controller:
Nine metal bars are provided for connections to the battery, control signals, motor armature
and field in the front of the controller.
M-:output to motor armature

B+: battery positive.
F1: field positive
F2: field negative
PWR: power switch input
TPS: resistive throttle
analog input
GND: sensor return
Figure 7:Front Panel of Shunt Motor Controller
1. Power switch: The vehicle should have a master on/off switch to turn the controller on and off.
The voltage switch connects to battery voltage positive(36V and 48V controllers,KD72xxx and
KD84xxx are 18-40V positive).PWR provides power for the controller. It also preferred that
PWR provides power to switches, contact coil, and other actuators. It must be capable of
carrying these currents.
2. Reverse switch input: Make sure the throttle is released before change direction, otherwise go awry
and stop output. It is considered as reverse when the reverse switch voltage reach the battery voltage
(36V and 48V controllers, KD72xxx and KD84xxx are 18-40V positive). Otherwise considered it is
forward.
3. Resistive throttle analog input: The 0-5K or 5-0K resistive throttle analog input, It’s default to 0-5K.
The effective zone of default throttle is 20%-80%, Below 1K speed corresponds to zero speed and
above 4K speed corresponds to full speed(can configure effective zone or throttle type by configurable
software). If configured 0-5V hall throttle, please take a look at the back panel wiring diagram.
4. F1 and F2: Connect to motor field coil. Motor moves forward when current flow from F1 to F2,
in the case of REV switch open.
Page 12
3.2.4 Standard Wiring of Shunt Motor Controller:
Figure 8: Shunt Motor Controller of 24-48V Standard Wiring
Page 13
Figure 9: Shunt Motor Controller of 72-84V Standard Wiring
Page 14
3.2.5 Back Panel:

Nine metal bars and a communication port are provided on the back panel of each
controller shown as Figure 10.
Figure 10: Back Panel of all Controller
PWM: can drive one of following: reverse alarm, current meter. Default to reverse alarm.
RLY: connect to main contactor.
LED: to anode of LED
GND: LED cathode and sensor return
AN1: analog brake input (0-5K)
AN2: 0-5V hall throttle analog input
SW1: brake switch input, effective when connects to battery voltage positive(36V and 48V
controllers,KD72xxx and KD84xxx are 18-40V positive).
SW2: throttle safety switch input, effective when connects to battery voltage positive(36V and 48V
controllers,KD72xxx and KD84xxx are 18-40V positive).
SW3: +5V and the max 30mA current output, it is used as hall throttle power(may damage controller if
throttle beyond the max current).
Page 15
3.2.8 Communication Port
A SCI port is provided to communicate with RS232 of host computer for calibration and configuration.
Please note only a specially made RS232 Converter by Kelly Controls can be used.
Figure 11: special RS232 interface made by us
3.3 Installation Checkout

Before operating the vehicle, complete the following checkout procedure. Use LED code as
a reference. The LED codes are listed in Table 1.
Caution:
• Put the vehicle up on blocks to get the drive wheels off the ground before beginning these
tests.
• Do not allow anyone to stand directly in front of or behind the vehicle during the checkout.
• Make sure the PWR switch and the brake is off
• Use well-insulated tools.
• Make sure the wire is connected correctly
• Turn the PWR switch on. The LED should blink, then keeps on when the controller operates
normally. If this does not happen, check continuity of the PWR switch circuit and controller
ground.
• The fault code will be detected automatically at restart.
• With the brake switch open, select a direction and operate the throttle. The motor should
spin in the selected direction. If it does not, verify the wiring to the REV switches, REV
contactors, Main contactor and motor. Also check fuse. The motor should run faster with
increasing throttle. If not, refer to Table 1 LED code, and correct the fault according to the
code.
• Take the vehicle off the blocks and drive it in a clear area. It should have smooth
acceleration and good top speed.
Page 16
Chapter 4
Maintenance
There are no user-serviceable parts inside the controllers. Do not attempt to open the
controller. Or you will damage it. However, clearing the controller exterior periodically should be
necessary.
The controller is inherently a high power device. When working with any battery powered
vehicle, proper safety precautions should be taken. These include, but are not limited to: proper
training, wearing eye protection, avoiding loose clothing and jewelry, and using insulated
wrenches.
4.1 Cleaning
Although the controller requires actually no maintenance after properly installed, the
following minor maintenance is recommended in certain applications.
• Remove power by disconnecting the battery.
• Discharge the capacitors in the controller by connecting a load (such as a contactor coil or a
horn) across the controller’s B+ and B- terminals.
• Remove any dirt or corrosion from the bus bar area. The controller should be wiped with a
moist rag. Be sure it is dry before reconnecting the battery.
• Make sure the connections to the bus bars are tight. Use two wrenches for this task in order
to avoid stressing the bus bars; the wrenches should be well insulated.
Page 17
Table 1: LED CODES

LED Code Explanation Solution
Off No power or no 1. Check whether the connection is correct.
operating 2. Check fuse and power supply switch.
On operate normally
1,2 ¤ ¤¤ Over voltage error 1. Battery voltage is higher than max operating
voltage of the controller. Please check the battery
voltage.
2. Over voltage at regeneration. Controller will cut
back or stop regeneration .
1,3 ¤ ¤¤¤ Low voltage error 1. The controller will attempt to clear the fault
code automatically after 5 second if battery
return to normal.
2. Check the battery voltage.
3. Charge battery if necessary.
1,4 ¤ ¤¤¤¤ Temperature 1. The controller temperature is over 90ºC. The
warning error controller will cut back current in the case. Stop
or reduce output to ensure the temperature fall.
2,1 ¤¤ ¤ Throttle sensor 1. Check whether the connecting is correct.
fault 2. Check whether the throttle type is correct.
3. If configured 0-5V hall throttle, check whether the
voltage over 5V .
4. Whether connects to the front panel or the back
panel according to configured throttle type.
2,2 ¤¤ ¤¤ Internal voltage 1. Check whether the B+ and PWR voltage are
fault correct.
2. The controller is damaged.
2,3 ¤¤ ¤¤¤ Over temperature 1. The controller temperature is over 100ºC.
error Controller stop driving in order to protect itself.
2. Stop driving and wait for temperature fall. Once
temperature falls below 80 ºC, the controller will
restart driving.
2,4 ¤¤ ¤¤¤¤ Throttle error when 1. The throttle have signal at power-on(It is default to
startup 20%-80% is effective.eg:0-5K throttle, think 1K is
1%,4K is 100%),can reset throttle Available In or
set throttle safety switch by configurable.
2. Step on throttle at the same time when power-on,
the fault will disappear restart or release throttle.
3,1 ¤¤¤ ¤ The controllers 1. Default will disappear after restart.
reset times too
much
Page 18
3,2 ¤¤¤ ¤¤ Internal reset Reset caused by over current or so. It is normal if
occurring occasionally.
3,3 ¤¤¤ ¤¤¤ Brake sensor error 1.Check whether the connecting is correct.
2.Chenk whether the connecting of throttle type is
correct(the brake throttle only support 0-5K).
3,4 ¤¤¤ ¤¤¤¤ Throttle have The controller will stop output. It will get right after
signal when release throttle.
change direction
4,1 ¤¤¤¤ ¤ Over voltage error Beyond the setting value of over voltage when
when regeneration regeneration or startup(can set the value of over
voltage by configurable),the controller will shop
regeneration. The voltage reduce to recovery voltage
and release brake throttle, regeneration get right.
4,2 ¤ ¤ Field error 1.Field do not reach setting current(can change by
configurable software) .
2.Field open circuit, please check field connecting.
The LED flashes once at power on, then keeps on for normal operation. “1, 2” means
it flashed once, then flashes twice after 1 second. The time between two flashes is 0.5
second. The pause time between one error code and another error code is 2 second.
Contact Us:
Kelly Controls, LLC
Home Page:
http://www.kellycontroller.com
E-mail:
support@kellycontroller.com
Phone:
(001) 847 345 2064
Page 19
10A Fuse Switch Left Grip Right Grip
Batteries - Acceleration Throttle + Acceleration Throttle
Switch
(Old Starter Switch)
+ - + - + - + - + - + -
12 V 12 V 12 V 12 V 12 V 12 V
PWR SW1
B- AN1
300A Fuse M- AN2

B+ GND
300A Switch
Motor Controller
Original
Motorcycle 12V
DC to DC Converter Battery Cables
M 72V to 12V +
Motor - B-
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Cycle Analyst Temporary Instructions
The formal users manual for the CycleAnalyst is not yet complete, but in the meantime I will address
the most common questions and setup queries here. The basic operation (Resetting and Display
Screens) of the CycleAnalyst is pretty much identical to the original DrainBrain, so sections ? to ? of
that manual still apply.
However, the setup procedure has been entirely revamped. As with last time, you enter the setup menu
by holding the button down while the meter is being turn on. If the button is being held at the end of the
"CycleAnalyst V2.0" splash screen, then instead seeing volts, watts, speed and all that, you'll see the
words "SETUP" across the top of the LCD.
Basic Setup Menu:
Navigating through the setup options is now fast and intuitive. The one button interface works as
follows, pressing the button toggles like an arrow key, holding the button down until _OK appears in
the bottom right corner is like pressing enter.
The main setup menu allows you to toggle through 6 items:
- Set Units - Select between Kilometers or Miles. (default = km)

- Set Wheel Size - Set the circumference of your tire in mm for speed and distance readings to be
correct (default = 2075mm). For highest accuracy this should be measured directly, either by
measuring the diameter and multiplying by 3.14, or by riding a trip of known distance and then
adjusting the circumference so that the distance reads correct.
- Main Display - Choose whether you want Watts or Amps to show on the primary display screen
(default = watts)
The following three items only apply to CycleAnalysts which have been wired with the throttle over-
ride signal connected to the motor controller. Otherwise, they can still be set but will have no effect:
- Volts Limit - Program the low voltage rollback point for your battery pack (default = 19V). The
CycleAnalyst will reduce power drawn from the controller in order to keep the battery voltage from
dropping below the limit.
- Max Amps - Set the upper current limit (default = 50A). If the CycleAnalyst senses currents above
this value, it will attempt to reduce the current by scaling down the throttle over-ride signal.
- Speed Limit - Set the maximum speed beyond which the motor controller will cease to provide
useful output power.
For instance, if you want to calibrate the wheel size for your bicycle, then press and hold the button
until _OK is displayed in the bottom right corner. At that point, first digit of the wheel size in mm will
be flashing. Press the button briefly to toggle through the digits, and hold the button to save it and
move on to the next digit. Once all 4 digits have been saved, then the display will move to the next
setup item which is the units.
Advanced Menu
At the end of the main setup screen, the message "ADVANCED" appears across the LCD. Press the
button briefly to skip this and the meter will resume normal operation. To enter the advanced options,
then hold the button until _OK appears again in the bottom right.
The following items are available to modify in the advanced menu:
Range Mode:
There are two current ranges that can be setup depending on the shunt that is employed. The Low
Range mode is for shunts ranging from 1 to 10 mOhm. It will display current to the nearest 0.01 Amps
and shows power in watts. The High Range mode is for shunts ranging from 0.1mOhm to 0.999
mOhm. It shows current to the nearest 0.1 Amps and power in kilowatts.
Averaging:
This allows you to control how often the Volts, Amps, and Watts are refreshed on the LCD screen. A
short averaging period allows you to get a better real time feel for the power fluctuations in the ebike,
while longer averaging times produce a stable reading that is easier to record. Select a number between
1 to 7 (default = 5)
1 = 0.025 Sec
2 = 0.05 Sec
3 = 0.1 Sec
4 = 0.2 Sec
5 = 0.4 Sec
6 = 0.8 Sec
7 = 1.6 Sec
Set RShunt:
The CycleAnalyst is calibrated by programming a resistance value for the current sensing shunt. If you
are using a known shunt resistor, then as a first estimate this value can be programmed in mOhm. This
will usually get the meter accurate to within 3%. For highest accuracy, the shunt value should be
calibrated so that the displayed amperage matches that of a known current reference, which may not be
exactly the same as the mOhm rating on the resistor. If the current is reading too low, then the shunt
resistance value needs to be decreased, and visa versa. Stand Alone CycleAnalysts, and Direct Plug-in
units that are sold at the same time as a controller, are all pre-calibrated to the shunts with which they
were sold.
Allowable values in High Range mode: 0.728 to 9.999 mOhm
Allowable values in Low Range mode: 0.0728 to 0.9999 mOhm
If a shunt value is input that falls below this range, then it will be reset to the lowest permitted number.
Zero Amps:
Over time and temperature changes, it is possible for the zero point to drift, such that even when no
current is flowing through the shunt a number like –0.03A is displayed. This can be reset to zero by
holding down the button after the ‘zero amps’ screen until the _OK flashes on the bottom right. Note
though that many shunt materials, especially the wire shunts used in motor controllers, are prone to
generating thermoelectric voltages for a short while after being used. This has the effect of producing
what appears to be a lingering current that slowly decays back to zero, and it should not be confused for
a current offset in the CycleAnalyst.
Volts Sense:
Changing this value will change the calibration for the voltage that gets displayed on the screen. The
circuiboard uses a 20:1 resistive voltage divider ratio, so that each volt that is read by the analog to
digital converter is scaled by a factor of approximately 21.0 before being displayed on the screen. This
value can be changed either for calibration or to display a voltage that is proportionally higher or lower
than the voltage across the shunt.
Set # Poles
For Direct Plug-in units, this should be set to the number of hall effect transitions per full rotation of
the wheel. Crystalyte 400 series hubs have 8, the 500 series hubs have 12. For units that use a
speedometer sensor and spoke magnet, the #poles should be set to 1, unless you have multiple magnets
on the wheel.
-----------------------------
The follwing 8 items in the advanced setup menu all relate to the how the throttle over-ride behaves for
the speed, current, and voltage limiting features. Each limit is implement as a digital Proportional
Integral (PI) controller, and adjusting these vlaues determines how rapidly and effectively
PS
IS
PA
IA
PV
IV
Cycle Analyst
High Amperage Shunt
Users Manual
Trickle Currents
One thing that the Cycle Analyst will not do is accumulate trickle currents
that may be drained out of the battery if the vehicle is left on but not
running. While the internal quantization is approximately 300mA, the
software deliberately blanks out any currents that are below +-
1A so
as not to mislead the user that it is recording these quantities
accurately.
Most large motor controllers will consume between 50-100 mA when

powered up, which can deplete a pack by up to 1 amp-hour per day. It
is always advisable to have a master switch on the battery that can be
turned off to guarantee zero amps when the vehicle is not in use.
Version History
V1.0 is the first speedometer release. Both the option of selecting
between miles or kilometres, and a user accessible calibration routine
were added since the beta model.
V1.0.1 This version corrects a small glitch in V1.0 which occasionally

resulted in the Splash Screen staying on indefinitely after power-on
until the button was pressed. As well, the Vmin saving function was
improved to more consistently maintain the actual minimum pack
voltage even after power down and power up.
V1.0.2 This update adds a time delay on start-up before the EEPROM
is accessed. There had been the odd instance reported of a bogus
value like 199 Ah or km showing up on the screen after it was powered
up by plugging in a noisy connector rather than using a switch. While
this has not been successfully reproduced in the lab, it is thought that
the time delay will resolve it.
V1.0.3 There is a minor change in the offset calibration routine to

better accommodate 4-wire shunt connections.
V1.1.3 This is identical to V1.0.3, only with the display modified to

show to the nearest 1A and up to 600A for use with high current shunts.
Copyright © Justin Lemire-Elmore, 2006
Electrical Specifications
Voltage Range -100V to 100V

Quiescent Current 7mA
Shunt Resistance 0.0005 to 0.001*
Sampling Frequency 50 Hz
Maximum RPM 700
* Depends on shunt type and ratings
Accuracy
The Cycle Analyst is designed as an ebike accessory and not a piece of

precision electronics instrumentation. Each unit is factory calibrated
and tested at 50 amps for 2% accuracy before being shipped. Over the
entire span of temperature and current ranges it can be expected to
stay within 3% accuracy and +-
1 digit of precision, comparable to the
DC amps specification of most digital multimeters.
Calibration
The electronics are stable with time and the unit should stay calibrated
over its life. However, in the event that a new shunt is installed, or the
wires between the shunt and the display have been extended, then it
may be necessary to readjust the gains and/or offsets.
Calibration mode is entered by following the steps to set the wheel

circumference. Keep holding the button down once the units (km or
mi) have been re-selected. The message "OK" will appear as usual,
followed by "CALIBRATE" after approximately 6 seconds.
This allows you to reprogram the scaling factor for the voltage, positive
current, and negative currents, (respectively kV, kP, and kN). If for
instance it is desired to increase the positive amps reading by 5% and
the number 08947 appears for kP, then this value should be changed
to 09394 by toggling and saving each digit in succession.
After kV, kP, and kN have been saved, then the message "OFFSET"
will appear. Pressing the button once more will cause the meter to
measure the amps that are seen and subtract this value from all future
readings. Once the new offset is recorded, then the DrainBrain will
exit calibration mode and resume normal operation.
1. Introduction
Thank you for the purchase of a Cycle Analyst, the first digital dashboard
and battery monitor designed to the specific requirements of electric
bicycles, scooters, and other PEVs. We hope that you find it a useful
accessory that optimizes the experience of your electric vehicle.
2. Installation
The DrainBrain consists of a handlebar mounted display box, a
remote current sensing shunt, and a speedometer pickup cable.
40” Wire
Display Box
Shunt
Button
Speedometer Pickup
For operation, the shunt must be connected directly in series with the
negative leads of your vehicle's battery pack. The orange wire must
connect to the positive battery connection It is recommended that this
positive connection is placed after any series switch or fuse so that the
meter powers down when the pack is shut off.
There are two terminated leads from the DrainBrain which attach to
either side of the shunt. The terminal with the two blue wires should be
connected to the controller side of the shunt for proper current polarity.
On/Off
(Fuse)Switch+
-
MotorController+
-
To Cycle Analyst
The back of the display box has a mounting bracket for direct
attachment to a bicycle handlebar. This bracket has pivoting arm
which allows the box to be raised high above the tube for clearance
from other devices if necessary. The inside radius of the clip is 1", and
so an included rubber shim is necessary for 7/8" handlebar tubes.
Rare Earth
Rotate to Adjust
Handlebar
Clearance
Spoke Magnet
Cable Ties
On the speedometer model, there is also a speed pickup cable and

spoke magnet to detect the wheel rotation. The pickup attaches to the
fork with two cable ties, and must be mounted to pass within 1mm of
the magnet for the speed readings to function. The optional rare earth
magnet is included that can be attached to the weaker ferrite magnet
to allow for much greater clearance.
3. Operation
The Cycle Analyst turns on automatically whenever more than 14 Volts
appears across the shunt. The default display screen shows five units
that are most relevant to the rider. This includes three instantaneous
quantities: the voltage of the battery pack, the power output in watts,
and the speed of the vehicle, as well as two accumulated quantities
since the last reset: trip distance and net amp-hours from the battery.
Toggles between
Ah and Distance
Press Button
to Change Display
A quick press of the button will toggle to show other display screens of
interest. The 2nd display shows just the electrical statistics from the
battery pack, including the current in amps. This is the default screen
for the non-speedometer model.
2nd Display Screen
8. Operation in Wet and Cold Conditions

The Cycle Analyst enclosure contains a clear sealed window to protect
the circuitboard and LCD from water exposure. There is no problem
using the meter in light rain. However, in cases of prolonged exposure
to wet conditions, it is possible for moisture to enter the box though the
back cover which is not sealed. This can cause the window to fog up in
cold conditions and render the display difficult to read. Should this
accure, then simply remove the back cover and let the unit dry
thoroughly indoors so the moisture can escape. When it is
reassembled, you may consider using a sealant around the lip and
screw holes to render the box fully waterproof.
The LCD screen is specified by the manufacturer to operate between
-10 C to 50 C. At the colder end of the temperature range, the

response time of the LCD segments is slow, and so rapidly changing
digits and screen changes will appear as a blur. The underlying
operation of the circuitry inside is unaffected.
9. Advanced
Display Specifications
The electrical and speed ranges of the Cycle Analyst are compatible with
the majority of PEVs. If any of the accumulated quantities exceed the
maximums below, the meter will clamp the result to the maximum.
Notice that in this case, calculated values such as wh/dist and
%Regen that are based on clamped quantities will be incorrect.
Reading Minimum Maximum Resolution

Amps -600* 600* 1 A
Volts 14 99.9 0.1 V
Watts -9999 60000 1 W
Fwd Amp Hours 0 199.9 0.0001 Ah
Regen Amp Hours 0 199.9 0.0001 Ah
Watt Hours 0 1999 0.1 Wh
Speed 0 99.9 0.01 km/h or mi/h
Distance 0 199.9 0.001 km or mi
Time 0:00:00 18:12:16 1 second
Cycles 0 9999 1 cycle
Total Amp-Hours 0 99 999 1 Ah
Total Distance 0 99 999 1 km or mi
Peak Reset
In some instances for diagnostics and performance testing, it is

desirable to clear only the peak statistics (Amax, Amin, Vmin, and
Smax) without resetting anything else. This can be accomplished by
holding the reset button when the display is showing Amin, Amax, and
Vmin. The message "PEAK STATS RESET" will appear on the screen
and only the previously mentioned values will be cleared.
Full Reset
When it is time to switch battery packs, then the battery cycle count,
lifetime amp-hours, and total distance, can be zeroed by performing a
full reset on the system. This is accomplished by continuing to hold the
button for 6 seconds after "RESET" is displayed. The message "FULL
RESET" will appear to indicate that all stored data has been cleared
from memory.
7. Setting Wheel Size and Units

The Cycle Analyst is shipped with a default wheel circumference of
2075mm, corresponding to a typical 26" tire. In order to program your
exact wheel size, hold the button down while the meter is being
powered on. You will then be presented with the wheel circumference
in millimetres. Toggle the value of the flashing digit by pressing the
button, and hold the button to save it and move to the next digit.
Button
Hold Button
Increments
for _OK to
Selected
Save and go
Digit
to Next Digit
Once the last digit has been saved, then the option of switching
between kilometers or miles appears. Again press to toggle between
units, and hold the button until "OK" appears to save it. The meter will
then resume normal operation with the updated parameters.
Note that the existing odometer value will not be updated numerically if
there is a change in units.
4. Display Information
A total of 5 additional display screens can be selected to show a
variety of statistical information relating to the energy use of your
vehicle.
Display Screen #3 -Power Information
Watt-hrs : This is a measure of the total energy that has been pulled
out of the battery pack. One watt-hour is 1/1000th of a KWh and
slightly less than one Calorie. To a first approximation, the watt-
hours available from a battery should be equal to the voltage of the
pack times its amp-hours, but it will typically be less than this
because of voltage drop caused by large current draws. Notice that
only the positive watt-hours pulled from the pack are recorded.
During regenative braking when the watts is negative, the watt-hours
value does not decrease.
Wh/km or Wh/mi: The watt-hours used per unit of distance travelled

is a measure of the average energy efficiency of your vehicle. With
this figure, you can readily quantify how different riding styles impact
your range and predict with high accuracy the expected travel
distance with any particular battery pack.
The Wh/km or Wh/mi figure is calculated taking into account

currents that may have flowed back into the battery pack from
regenerative braking. The actual formula used is:
Wh FwdAh - RegenAh 1
Dist
= Wh ( FwdAh
) Dist
In order to reduce computational round-off errors, the figure only

displays after a total distance of 0.5 km or mi has been travelled.
Display Screen #4 -Regenerative Braking
The next screen shows information that pertains to negative currents

which flowed into the pack.
% Regen : The percent regen indicates by how much your range

was extended as a result of energy returned to the battery from
regenerative currents. Most direct drive vehicles that do not have
explicit regen braking can still produce negative currents when they
are being ridden fast enough. As well, vehicles with a freewheel in the
drive will often regenerate for brief periods from the energy stored in
the motor.s inertia. The formula used for computing this percentage is:
RegenAh
%Regen = X 100
FwdAh - RegenAh
Fwd Ah and Regen Ah : The actual forward amp hours and regen
(negative) amps hours to the nearest 0.0001 Ah alternate on the right
side of the screen. The net amp-hours shown on the main display is
the difference between these two.
Display Screen #5 -Peak Statistics
The peak electrical statistics yield information that is useful to

understanding the electrical limits that the battery is subject to.
Amin: Is the peak negative or regen current that was captured by the
meter.
Amax: Is the maximum amperage that was drawn from the battery.
Vmin: The voltage of a battery pack will sag, sometimes considerably,

when large currents are drawn from it. Vmin is a local minima
measurement that shows by how much your packs voltage drops.
Typically Vmin and Amax occur at the same point, and the maximum
power that was drawn can be computed from Vmin*Amax.
Notice that the correct Vmin is sometimes lost when the DrainBrain is
powered down and back up again. For measurements where Vmin is
important, a Peak Stats Reset (see Section 6) is recommended
beforehand to record a correct value.
Display Screen #6 -Speeds and Time
Smax and Savg: The maximum and average speed of the vehicle in
the programmed units of km/hr or mi/hr.
0h00m00s: This is the trip time in hours, minutes, and seconds. It

counts only the time that the vehicle.s speed is greater than 0.
Display Screen #7 - Lifecycle Statistics
The final display screen provides the lifetime information of the battery
pack. These figures are especially useful in figuring out the lifecycle
costs of the vehicle and comparing the economics of different battery
chemistries.
Cycl: The cycles value increments when the meter is reset. Provided
that the meter is reset each time the battery is charged then this will
indicate the number of charge and discharge cycles on the pack. In
order to prevent false cycle counts from cases where frequent
resetting is performed, the value is only incremented if more than 1.6
amp-hours was drawn at the time of the reset.
TotAh : The total battery amp-hours is a running sum of Ahrs that have
been pulled from the pack over its life to the nearest 1Ah.
TotMi or TotKm : This is the odometer function, showing the total

distance that has been travelled on the battery pack.
5. Saving
The Cycle Analyst will automatically save all the statistics when power
from the battery pack is cut out. This allows you to turn off the ebike at a
destination or stopover point, and then have the meter resume where
it left off once the main power switch is turned back on.
6. Resetting
After the battery pack is recharged, you will typically want to reset the
accumulated amp-hour and trip distance information. These statistics
can be reset at any point by holding down the button for one second,
until the message "RESET" shows on top of the display. This clears
everything except the lifecycle data from memory. If more than 1.6
amp-hours were drawn from the battery pack, then the total battery
cycles will be incremented as well.
Roller Chain Sprockets Page 1 of 1
Roller Chain Sprockets

Part Number: 2500T444 $14.89 Each
Type Drive
For Chain Number ANSI 40
System of Measurement Inch
Pitch 1/2"
Bore Finished
Finished-Bore Type Includes ANSI Keyway and 2 Set
Screws
Bore Size 7/8"
Shape Single Strand With Hub
Number of Teeth 12
ANSI Keyway Size (Width x Depth) 3/16" x 3/32"
Outside Diameter 2.17"
Width 7/8"
Hub Diameter 1-3/8"
Material Steel with Hardened Teeth
© McMaster-Carr Supply Company. All rights reserved.
http://www.mcmaster.com/param/asp/PSearch2.asp?reqTyp=parametric&act=PSearchStd... 02-04-2009
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Lennon Rodgers - Step #1: Predict your motorcycle weight, range, max speed, and cost. Page 1 of 1
S t e p #1 : Predict your motorcycle weight, range,

max speed, and cost.
This step will allow you to fairly accurately predict how far and fast your motorcycle will go.
See this Excel spreadsheet for some of the necessary calculations. You can change any cell with red
text.
This spreadsheet will let you predict things such as:
1. Required motor size (power in HP and Watts)
2. Max speed
3. Range
4. Number of batteries
5. Operating costs
You'll see that hills and aerodynamics will kill your range.
I initially had dreams of driving fast (60 MPH+) and far (60 miles+). Once I did the math, I found out that
high speeds and long ranges require expensive batteries. If you don't want to spend $6,000 on a battery
pack, you'll likely be limited to speeds around 45 MPH and ranges under 30 miles. I think eMoto
represents a pretty ideal Lead Acid system with a max speed of 45 MPH and a 25-30 mile range.
-->
-- > Go to Step #2
< -- Go to Main Steps Page
< ----- Back to Main Page
http://lennonrodgers.googlepages.com/emoto_step1 02-04-2009
Lennon Rodgers - Step #2: Find batteries and a motor that will provide your desired perfo... Page 1 of 1
S t e p #2 : Find batteries and a motor that will

provide your desired performance.
By experimenting with the number and type of batteries (in the Excel spreadsheet) you can finalize your
range estimate. Higher voltage is better for two reasons:
1. Higher voltage will allow your batteries to run on less current (which is more efficient).
2. Higher voltage will allow you to go faster (motor speed is proportional to voltage).
eMoto runs at 72 Volts (6 x 12 Volt batteries in series). Note that higher voltage components are more
expensive and harder to find. 48 Volt components seem to be easier and cheaper than 72 Volt, etc.
**************************************
Determine the required motor size by looking at the cell that is labeled "Mechanical Power Required for
Motor". Note that this is only for cruise, and a larger motor size will be required during acceleration.
A motor has a "continuous" and a "peak" power rating. The eMoto motor is rated for 9 HP continuous and
28 HP peak. Peak power can only be used for short periods of time (~minutes). The motor is limited by the
heat, which is caused by inefficiencies in the motor; more power means more heat. Thus if you run the
motor at peak power for too long, components of the motor will overheat and melting/failure is
possible/likely.
-->
-- > Go to Step #3
Lennon Rodgers - Step #3: Determine if and how you can fit and mount the batteries and ... Page 1 of 2
S t e p #3 : Determine if and how you can fit and

mount the batteries and motor.
Make cardboard cutouts of the batteries, motor and rear sprocket. Mark the frame where it needs to be cut,
etc.
-->
-- > Go to Step #4
Lennon Rodgers - Step #3: Determine if and how you can fit and mount the batteries and ... Page 2 of 2
Lennon Rodgers - Step #4: Begin ordering your parts. Page 1 of 1
S t e p #4 : Begin ordering your parts.
Check out the parts list here. You can find all of the eMoto parts online, though I purchased a few
nuts/bolts/etc. at the local hardware store for convenience.
It will take a couple weeks for some of the parts to arrive, since the ones from Kelly Controller are coming
from China.
-->
-- > Go to Step #5
Lennon Rodgers - Step #5: Create a test setup on a bench/table. Page 1 of 1
S t e p #5 : Create a test setup on a bench/table.
This will help you learn how to program your controller, connect the batteries, etc.
My test setup consisted of:
1. Motor (with a mount bolted to a table)
2. Controller
3. Three batteries (36 Volts) w/ a high-

high -current switch
4. Switch for controller, etc.
5. Throttle for acceleration
6. Second throttle and switch for deceleration (regen)
The controller will come with a detailed wiring diagram. Click HERE for the Kelly Controller
manual / wiring diagram I used.
Click HERE for a simplified controller wiringdiagram I put together.
You will need some high-

high - voltage/current battery cables. Click HERE for instructions on how to
make the cables.
-->
-- > Go to Step #6
Lennon Rodgers - Step #6: Mount your motor on the motorcycle. Page 1 of 2
S t e p #6 : Mount your motor on the motorcycle.
Click HERE for the engineering drawing and specs of eMoto's motor.
There are two common methods for mounting the motor:
1) Use essentially the same location as the gas engine (and ideally use the existing engine mounts).
This is how it was done with eMoto.
2) Mount the motor on the rear swing-arm. Check out http://www.evalbum.com/type/MTCY for some
ideas. Here is an example of a swing-arm mounted motor: http://www.evalbum.com/703
I used #1 for eMoto since I didn't like the look of the swing-arm mounted motor, my motor was a bit
too large, and the motor would have added to the swinging weight of the rear shock (not good).
eMoto uses two of the existing motor mounts, a custom mounting plate, and a welded support that
was attached to the re-welded frame. This seems to provide very ridged support. Note: 1/4'' steel
spacers were inserted between the motor mount and the custom mounting plate. This put the plane of
the front motor 12-teeth pinion/gear in the same plane as the rear 72-teeth gear. The chain is
somewhat flexible, so there is some play, but proper alignment is critical.
These pictures were taken later on - but they'll give you an idea for how I initially mounted the motor:
Lennon Rodgers - Step #6: Mount your motor on the motorcycle. Page 2 of 2
-->
-- > Go to Step #7
Lennon Rodgers - Step #7: Mount your batteries. Page 1 of 6
S t e p #7 : Mount your batteries.
This is very tricky!
The way you mount the batteries depends on the type of frame you're working with. In general there are
two types of frames:
1) A center beam support (eMoto):
2) A caged frame (sport motorcycles such as the Ninja). Check out http://www.evalbum.com/type/MTCY
for some ideas. Here is a good example: http://www.evalbum.com/1562
For eMoto, I had to cut and re-weld/modify the frame. Here are a few pics along the way (compare with the
picture above, which is how the frame was initially):
Cutting off more of the frame, and mounting a battery:
A couple close-ups of the battery supports:
Adding the cantilevered lower support:
And painted:
Here are a couple schematics showing how the batteries are mounted:
Click HERE for instructions on making battery cables.
-->
-- > Go to Step #8
Lennon Rodgers - Step #8: Mount the control electronics. Page 1 of 2
S t e p #8 : Mount the control electronics.
The controller is mounted upside down (attached to the frame). It is the silver ribbed
component in the center of the picture below.
The DC to DC converter is also mounted upside down and attached to the frame. It is the black
ribbed component in the center of the picture below:
-->
-- > Go to Step #9
Lennon Rodgers - Step #8: Mount the control electronics. Page 2 of 2
Lennon Rodgers - Step #9: Take a test drive. Page 1 of 1
S t e p #9 : Take a test drive.
I first tested the motorcycle when it was on the center stand (and the back tire free to rotate
off of the ground).
After a successful test, I drove the motorcycle at low speeds around a parking lot.
-->
-- > Go to Step #10
Lennon Rodgers - Step #10: Mount chargers. Page 1 of 2
S t e p #1 0: Mount chargers.
I stacked the 6 chargers and used aluminum u -channel as spacers - to allow for proper cooling
during charging. I attached the stack of chargers to the frame, underneath the tank (see image
below).
Note: the bottom of the tank is cut out to provide room for the chargers. Thus the tank is just
a metal shell.
Each of the 6 charges initially had a plug-

plug -in (for a wall outlet). I cut off the plug-
plug -in for each of
them, reduced the length of the cord, and then combined them using a wiring nut (you can see
Lennon Rodgers - Step #10: Mount chargers. Page 2 of 2
the wiring nuts in blue above). I then used a quick-

quick-release connection to connect this joined
wired to a single male plug-
plug -in.
I found a plug-
plug -in that could be press-
press - fit into the opening in the gas tank (see picture below).
Thus an extension cord is plugged directly into the tank.
Lennon Rodgers - Registering eMoto at the California DMV Page 1 of 1
Registering eMoto at the California DMV
Registering your *new* electric motorcycle
Registering (obtaining a license plate, etc.) the motorcycle was fairly easy - mostly because eMoto looks like
a regular motorcycle (the process is all about humans looking over your build and deciding whether or not
they are going to be nice. Be as friendly as you can to keep them on your side).
I first went to the DMV in Pasadena. They wanted two VIN numbers stamped on the frame of the
motorcycle - which it fortunately had (one is a plate on the rear swing arm and the other is stamped into
the frame near the front fork), and a Certificate of Origin / paper (which is essentially a pre-title from the
manufacturer, which came with the motorcycle. Note that it must be signed by the seller).
In California it is registered as a "Special

Special Construction"
Construction vehicle/motorcycle.
The DMV and I filled out some forms, and I paid a few of the fees. The DMV gave me a temp
registration/license plate - but they required that I visit California Highway Patrol (CHP) for the following:
1) An Engine number (they gave me one, since it was an electric motor w/out an official engine number) 2)
Road worthiness check (they looked over the bike, etc. - it was easy since it was originally a motorcycle).
Then I had to take the signed forms back to the DMV... and I got the plate!
Thus: 2 trips to the DMV and one trip to the CHP =~8 hrs total.
http://lennonrodgers.googlepages.com/emoto_registration 02-04-2009
Lennon Rodgers - Electric Motorcycle Links Page 1 of 2
Electric Motorcycle Links
If you want an electric motorcycle, but don't want to build it - click HERE for
an available production e-motorcycle. (this link is not working right now for some reason
- check back another day)
eMoto Specific Links:

Instruction Manuals for eMoto's Batteries, Controller, etc.
eMoto on EVAlbum
More pics of eMoto:
http://picasaweb.google.com/lennonro...ey=TSA-hd0m3WI
http://picasaweb.google.com/lennonro...=cTQsoO56 5Rg
http://picasaweb.google.com/lennonro...ey=A5hfNrVmA8o
e-mail Lists, Info from other builders, etc.:

electricmotorcycles.net: e-mail ist for Electric Motorcycles (search the archives - great info)
DIY Electric Car - Motorcycle/Bike Section: e-mail list
EVAlbum: Electric Motorcycle Album (a bunch of self-made e-motorcycles)
News Sites:
Electricmotorcycles.net
evworld
Parts:
Check out the Parts & Cost section for all the online stores I used.
Theory:
Basic theory of DC and AC motors
Misc:
EV Classifieds
http://lennonrodgers.googlepages.com/emotolinks 02-04-2009
Lennon Rodgers - Electric Motorcycle Links Page 2 of 2
E-motorcycle book ("El Ninja", general how to build info)
EV Charging Locations in California
A bunch of links from taken from here :
http://www.barefootmotors.com Barefoot Motors - Electric ATV
http://www.evtamerica.com EVT America
http://www.evt.com.tw EVT Taiwan
http://www.electric-bikes.com Electric Bikes - San Jose, CA
http://electricmotorcycles.net Electric Motor Cycle - Web Portal
http://www.electricmotorsport.com Electric Motorsport - Oakland, CA
http://www.electricmotorbike.org Electric Motor Bike, Santa Rosa, CA
http://www.electricross.com Electric Cross - Electric Dirt Bike
http://www.enertiabike.com Enertia Electric Motorcycle - Bramo

http://www.extraenergy.org Extra Energy E-Bike Web Portal
http://www.genxt.com Gen XT - Indian Electric Bikes
http://www.goblade.co.uk Go Blade - Electric Dirt Bike
http://www.boomerbents.com Raptor 3 Wheel Electric Trike
http://www.killacycle.com Killa Cycle - Drag Racing EV Bike
http://www.quantya.com Quantya - Electric Dirt Bike
http://www.thunderstruck-ev.com Thunderstruck - Bikes, Cars and Boats
http://www.vectrix.com Vectrix Electric Scooters
http://zeromotorcycles.com Zero Motorcycles - Electric Dirt Bike
http://www.zongsheninternational.com Zongshen - Electric Scooters - China
Click here to return to the main page
http://lennonrodgers.googlepages.com/emotolinks 02-04-2009

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Lennon Rodgers - DIY Electric Motorcycle Project Page 1 of 1

DIY Electric Motorcycle Project

many years, and a life-long affection for motorcycles.

Steps to building this electric

About Lennon Rodgers

Lennon Rodgers, 2008

VIdeos of the motorcycle in action (the second one has a lot

Click here to return to the main page.

Range: 25-30 miles depending on conditions

Weight: 480 lbs

Charging Time: ~6 hours

Energy Requirement: 70 to 75 Watt-hrs/mile

Electricity Cost: 1.5 cents/mile

Batteries: 6 x 12 Volt Lead Acid (Sealed, AGM)

Motor Power: 9 kWatts Continuous (12 HP)

See this Excel spreadsheet for a bunch of interesting engineering calculations.

Click here to return to the main page. 

The motor as a Generator

Electric railway vehicle operation

Comparison of dynamic and regenerative brakes

Kinetic Energy Recovery Systems

Use in motor sport

Bosch Motorsport Service (part of the subsidiary Bosch Engineering GmbH) is

Use in compressed air cars

Note that kinetic energy increases with the

Deceleration and avoiding acceleration when going downhill can

Effects on noise pollution

Brake lever on a horse-drawn

Forces and Torques @ Cruise:

[$/KW-hr] [KW-hrs/Mile] [cents/mile] [$] [cents/mile]

Electrical Power @ Cruise:

Gas Motorcycle Cost Comparison

[cents/mile] [miles/gallon] [$/gallon] [cents/mile] [miles]

[$] [cents/mile] [cents/mile]

eMoto Parts & Costs

1. Motorcycle without a gas engine (aka a "motorcycle chassis" or a "rolling chassis")

2. Electric motor to propel the motorcycle

3. Batteries to supply the energy to the electric motor

7. A battery charger to re-charge your batteries for continual (cyclic) use.

10. An instrument to measure your current and voltage in real-time.

Parts and Cost List:

Motor Engineering Drawing here (dimensions, etc.)

Motor Performance Plots

3. Batteries (6 x 12 Volt B&B EVP44-12 Batteries): $280

Battery Manual here

Copper lugs for battery cables (Qty = 25): $15

Battery cables (welding #4 wire, 18 feet): $28

Click HERE for instructions on making the battery cables. 

4. Controller (Kelly Controller: KD72301, 300A for a PM with Regen): $350

Manual and Wiring Diagram for Kelly Controller here

Click HERE for a simplified controller wiring diagram I put together.

Adapter for controller to PC: $9

RS232 cable from controller to PC: $9

6. DC/DC Converter (60V-84V to 12V 300W): $100

Charger Manual / Instructions here

9. High Current Fuse (ANE 200A-500A) and Holder: $15

Cycle Analyst Manual / Instructions for wiring here

11. 72-tooth gear for rear: $78

Azusa Engineering, tony@azusaeng.com

12-tooth gear for motor: $14

ANSI #40 chain: $25

Other options (considered but did not purchase):

About Lennon Rodgers

Click here to return to the main page.

Click HERE for instructions on making the battery cables.

Click here to return to the main page.

How to Purchase a LifanMotorcycle w/out an