Comments on: MotoCzysz Electric D1g1tal Dr1ve System – Drive Solutions for Electric Racers

By: Miles

Miles — Sun, 07 Mar 2010 03:43:01 +0000

First 10 for $32,500

By: todd

todd — Fri, 05 Mar 2010 06:28:16 +0000

Of course, better time could be spent comparing something more equivalent, like a 600cc inline-4 since it make nearly identical HP. If both bikes are geared for approximately the same top speed they should be fairly even acceleration wise (discounting weight and traction / lift handicaps). This is highly impressive to think that an electric motorcycle is currently nearly on par with the typical inline-4 gasser. Give it the range of a tank of gas at highway speeds and it’s now a viable alternative.

I’m glad there is a company like MotoCzysz pushing this envelope and leading the way – not just the usual players (ie Honda, BMW, Yamaha, etc).

-todd

By: Dr. Gellar

Dr. Gellar — Fri, 05 Mar 2010 06:17:49 +0000

I’m excited by this. It’s really good to see MotoCzysz coming out with their own electric racing drive system for sale, as an alternative to the Agni-powered Mavizen. The competition to get potential race teams to use either brand should only help to push electric racing development further. It’ll be interesting to see what comes next, as this is supposedly the first in a family of electric drive systems from them. And their 2010 E1pc will no doubt use a similar drive system as well.

I hope this works out for MotoCzysz, and that they can start to truly grow their company from it. Maybe then they can find a means to reignite their original quest to enter MotoGP in 2012 (when 1,000cc engines will be allowed) or soon after, developing a variant of their C1 and the E1pc concurrently Now that would be sweet!

By: todd

todd — Fri, 05 Mar 2010 06:16:47 +0000

What many are missing is that the typical ICE has a huge advantage with gear reduction. The comparison with the ‘Busa is most amusing. In first gear the Suzuki Hayabusa can produce 993 lb-ft of peak torque at the rear wheel, 735 in second, 579 in third, 488 in fourth, 431 for fifth, and 396 in top gear.

Not enough info is provided on the D1g1tal to make decent assumptions. The 250 ft-lb of torque is at (or very near to) ZERO rpm. This equates to ZERO mph (or nearly ZERO). Its claimed HP is 114 (85kW controller) and continuous 100 HP @ 77 ft-lb. We don’t know what RPM the motor is spinning at top speed (assumed 120 mph) so we can’t determine overall gear reduction. Considering that the torque production is fairly linear it can be easily determined that the D1g1tal motor is producing around 164 ft-lb of torque at 60 mph (stacking assumptions for sure). The Hayabusa has all of six choices of gears for 60 mph, potentially producing close to the 993 ft-lb of rear wheel torque at that speed (in first gear for maximum acceleration). That means the D1g1tal would need an approximate 6:1 gear reduction to match the acceleration of the Hayabusa at 60 mph. Considering that the typical electric motor spins closer to 4500 rpm, with a 6:1 reduction it could only reach 54 mph as its top speed…

All that to say; “not even close”.

-todd

By: WillyP

WillyP — Thu, 04 Mar 2010 17:21:43 +0000

Todd, I never said 100hp=250hp, nor did I say the bike is producing 250hp. And I knew someone like you would try to dispute what I wrote which is why I wrote “Of course, there are some variables involved, so the 2.5 may not be accurate.”. The 2.5 rule of thumb is well known in most industries that commonly use both gas and electric power. My experience in this is in the hydraulics industry. Electric motors have a much broader power-band than gas motors. So even though the maximum continuous power is the same, the electric motor has more ‘power under the curve’ by a factor of about 2.5. My response was directed at someone’s comment about the 100hp seeming to be too small. All I am saying is, if you are going to compare apples to oranges, there needs to be some adjustments for the basic differences.