Who will play the roll of dedicated pescimist?sp? You know the guy to.piss and moan, first one to cuss and throw a wrench across the shop? That guy always shows up to any project lol
We won't have to recruit, like you said, 'That guy' will just show up.
Lets Do It!! sound's like the most EPIC Build thread ever attempted on a M/C forum to me !!
You already know I'm in
, I know how I am going to get to this as an individual, Where/How do we start as a forum? If we move forward the eFZ6 has to perform at least as well as the petrol FZ6 in every category except distance and recharge time, and I really like the idea of that electrically adjustable seat, FZ6 riders tend to run the spectrum on height. I would say our minimum goals for performance would be:
http://www.mcnews.com/mcnews/articles/200403-599vsFZ603.pdf
Suspension, geometry and weight distribution must provide equivalent handling
Top speed: 136 mph
Quarter mile: 11.32 sec. @ 118.01
0-60mph: 3.44 sec.
0-100mph: 8.05 sec.
60-0 mph: 116.5 ft
Power to weight ratio: 1 to 5.36
Horsepower: 98 hp at the crank for petrol, we need to determine for an electric while 1 hp is 1 hp regardless of the engine, the delivery and associated torque provides a different performance result when comparing petrol to electric.
Torque: 46.53 ft-lbs @ 10,000 rpm (Thanks Mexi-can't)
Range per charge: 200 miles under normal commuter (freeway/city) conditions
Weight: 459 lbs (same as FZ6 wet)
So what are the next steps?
- Do we start an eFZ6 Build Thread?
- Build multiple prototypes or concentrate on one (resources and funds will probaly drive this one)?
- We need to determine AC or DC, DC is a cheaper build, AC is more expensive but provides advantages with regard to power usage, efficiency, longevity, reliability and perks like regenerative braking.
- 72v, 96v, 144v system?
- The technology is there for us to achieve all of the specifications mentioned above, the obvious inhibitor is the performance to price ratio, for example. Using this
calculator from EV Source for sizing our battery pack yields the following results to achieve a boring ride range of 200 miles at a weight of 459 lbs:
A 72v System would require 23 LiFePO4 cells with a 130Ah rating at a cost of $4036 and a weight of 223 lbs, 11.48 kWh
A 96v System would require 30 LiFePO4 cells with a 100 Ah rating at a cost of $4050 and a weight of 210 lbs, 11.48 kWh
A 144v System would require 45 LiFePO4 cells with a 70 Ah rating at a cost of $4252 and a weight of 247.5 lbs, 11.48 kWh
These three systems would provide approximately the same performance and range at around the same price, because, as the voltage increases the Ah drops keeping all things equal, except for the amount of power available on demand, when you twist the throttle, which of course would decrease range, same as spirited riding with petrol does, however unlike petrol, the weight of the bike will remain constant.
By comparison the Lito Sora uses a 12 kWh battery very similar to one of these three configurations.
To make for a spirited 200 mile range, you actually have to use Kentucky windage on the calculator and ask for a 300 mile range to compensate for a more spirited ride netting you 200 miles of range. That battery pack looks like this:
A 96v System would require 30 LiFePO4 cells with a 180 Ah rating at a cost of $7290 and a weight of 369 lbs (that leaves 90 lbs for the rest of the bike), 17.21 kWh
