- Why should I choose an electric car instead of with combustion engine?
- What could convince me for use an electric car?
- What kind of data you can present, which are relating to real maintenance costs of electric cars? What should be taken into account in preparation for the conversion of car to EV?
- What information should I collect about my car, before I will ask your company about quote for the conversion kit?
- What solutions and vehicle components can favor the quick and easy conversion?
- Why is so little information in the media about the benefits of electric cars?
- What are the real ranges of electric cars, today?
- Where can I apply for financial support when I am going to buy an electric car?
- Is it worth to buy a hybrid car?
- Can I ride an electric car, for free?
- What should I pay attention when buying a bike, in order to install it in offered by you electric propulsion drive?
- Where and when can I test the available drives?
- I’m interested in the drive to the bike please tell me if the engine is not used when riding a bicycle, may I at this time to charge batteries?
- Are your motors able to run forward or backward?
- If I buy a kit, do you join the assembly instructions and instructions to combine all the elements together?
- What are the main differences between the versions of motors: 4012, 408, and 406?
The benefits of the choice of electric cars instead of combustion car, can be presented on many levels. Our benefits were observed till now in approximately 5 years of operation of electric vehicles. We compared this period to the records collected during several years of operation of internal combustion cars. Conclusions can be grouped as follows: a) much lower cost of electricity compared to the calculated cost of fuel. For example, to move off 100km is enough to pay 8 PLN according to the daily tariff (or 4,5 PLN when charging during the night). It is from about 4 to 8 times cheaper when compared with the cost of six liters of gasoline – currently about 35PLN in Poland. It gives the difference of about 60k PLN for the driving tour around 200 000km (assuming the most common in our case- charging the car at night). This saves the amount of money which is near to the price of new car. Exploiting the electric car instead of combustion car you will find out, that this above, it’s not just the only advantage, because we have another profits, also. Please see presented below items;
The following quote the comparative data collected from our own experience and expenses for the actual repairs and calculations obtained from 5 – years of operation of electric vehicles and 12-year operation of internal combustion vehicles. Provides a summary of costs recorded during the operation of both types of vehicles, assuming that a LiFe PO4 Battery (120V / 100Ah) give an average travel distance of 100km on one charge and have a life time of 2000cycles. It gives the 200 000 km course for comparison of the two cars. We included only those replacement parts and repairs, which actually occurred during the last 10-year operation of the internal combustion cars, and can not occur in electric car because of absence of such components in the construction of an electric car.
|No.||Combustion Engine Car||Cost for
200 000 km
|Electric Car||Cost for 200 000 km||Cumulated cost balance (CEC – EC)|
|1||Fuel cost 6l x 5,83=
|70 k PLN||Energy 12kWh/100km =12kWh, 0,38PLN/kWh Night tariff = 4,56PLN/100km||9,12k PLN||60,88 k PLN|
|1||1||1||0,67PLNWh daily tariff = 8,04PLN/100km||16,08 k PLN||53,92 k PLN|
|2.||Oil and filters (oil, fuel, air), exchange cost (445 PLN/year x 12 years) =5 340PLN||5,34
|–||0||66,2k PLN (59,26k PLN|
|3.||replacement of timming belts and rolls and water pump 3 times x 680PLN||2, 04
|–||0||68,24k PLN (61,3 k PLN)|
|4||Injectors exchange due to bad fuel sold on gas station||1,75
|–||0||69,99k PLN (63,05 k PLN)|
|5||repairing the head, valves and tappets-collision timing, broken injectors during repair||8 k PLN||–||0||77,99 k PLN (71,05 k PLN)|
|6||Exhaust system and catalyzer exchange||1,53
|–||0||79,52k PLN (72,58 k PLN)|
|7||Brake pads exchange (6 x 320PLN)||1,92
|Brake pads exchange
(1 x 320PL
|0,32 k PLN||81,12k PLN (74,18 k PLN)|
Table data explanation:
1st The cost of balance between the fuel and energy collected during the day =53,92 k PLN or during the night= 60,88 k PLN
2nd The cost of oil changes, oil filters, fuel and air =5,34k PLN
3rd Timing and water pump cost of replacement 3 times 680PLN = 2, 04k PLN
4th The cost of injector replacing due to bad fuel bought on gas station -1,75k PLN
5th The cost of repairing the engine head, valves and tappets-collision timing, broken injectors during repair = 8k PLN
6th The cost of exhaust system and catalyst replacing =1,53k PLN
7th The balance of replacing cost of the brake pads (6 x 320PLN in CEC) and one time in EC = 1,6k PLN
The conclusion from the comparison: The benefit of approximately 10 years of operation of electric cars is mainly build by savings in fuel costs and operating costs. It is from 70 000 PLN up to 80 000 PLN in Poland, and it is comparable to the average cost of buying a new car.
Using EV on the distance of 200 000 kilometers, instead Combustion Engine Car, you are able to save the amount of money, which is enough to buy new car.
The main problem which falls on the applicants which is going to have an electric car is to get the most accurate definition of their needs and requirements in relation to the values of operating their car and to obtain a binding answer for the following questions:
1st Why do I need it? Does it become more than 90% of the time in the parking or in garage (like the majority of people individual cars), or be heavily used on any working day ie. about 8 -: -10 h. a day?
2nd What would be a car status? Does it serve for dealing with the daily transportation needs, whether it be a representative vehicle and building prestige of it’s owner?
3rd What are the distances I really need from a single charge? European average of around 40km per day passing the crossing routes around the place of residence, or if it chooses to occasionally overcomes the route over 200km. Can I these occasional trips organize differently and use better my time during such trips f.e. not to be a driver but be a passenger?
Having the excess energy in batteries (in comparison to your average needs) it creaates a lose of money on unnecessary purchases excess batteries and energy on unnecessary carriage of their weight. In practice, is usually sufficient to have, for commercial cars 1,5 -: -2 times, and for urban passenger car about 3 times greater reserve of energy in relation to the average daily runs.
4th Can afford me some discipline and the use of planned behavior and logistic use (of the cheapest sources of energy at fixed times of the day), or it is not in my nature? Do I have a problem with that?
5th Is the noise and exhaust fumes and the massive body of the car, I think it trumps my vehicle need to be visible through this and focus the attention of the environment, whether on the contrary I have this problem that adversely affects the other and I can lose in their eyes? Perhaps it is quite indifferent to me?
6th Do you accept the frequent visits to service stations and repair of components (not occurring in an electric car), or is not in my interest but the interest of the car manufacturer?
7th Am I open to new solutions freeing me; from the fluctuations in fuel prices, the need to refuel the fuel quality which is not guaranteed, multiple exchanges of oil, fuel filters, air, timing? Do you accept it because of habit as a proven standard without risk (though more expensive 2-fold over a decade)?
8th Is the case of continuous degradation of environment I think is important or not for me and my family matter? Shut-off question is not related to car exhaust, excessive heat and exhaust emissions and noise.
9th Do you want to contribute to the careless burning of fuels for the amount over 50bln PLN per year in Poland, or I do not care?
10th Does prolonged impact (about 4 000 Hours on 200 000 km route and more than 300 fuel refuelings) surrounded by an internal combustion car,
I think it is safe and beneficial for my health and my family?
The main problem which falls on the electric car’s future owner is as accurate as possible to define your needs and requirements in relation to the operational advantages of the car. The basic information needed to prepare us for the conversion kit are:
1st Gross vehicle weight
2nd Maximum speed
3rd Size / wheel size
4th Torque you need to drive the wheels (when you are not able to give information to have recourse to what is the maximum torque is installed in a car engine, gear ratios and differential). Typical torque of the drive wheels for city car with wheels 13 “should be about 1000Nm.
5th Distance required from a single charge (typical passenger cars for the city of about 100km or 350km for vans)
6th Select the type of batteries. Lead 12kWh of energy (approximately 100km ride) is a mass of about 350kg, and LiFePO4 is a mass of about 140kg and about 5 times longer life
7th Power Steering (that is, to be or not, if there is electric power in the car then no processing is required)
8th The electric assist the braking system (if it is installed alredy or not). In case there is in the car an electric vacuum pump than the vacuum pre-treatment is not required))
9th Heating or air conditioning (is and is to be or not, if there is an electric generator for air conditioning system than it is not necessary of modifications).
10th Adaptation of the existing heating system. In modern electric cars the heatings are most often electric. In older solutions they can be assembled a Webasto heating. When there is in the car the fuel heating system than it can be used as a compromise solution.
11th The power of the DC-DC power supply for 12V auxiliary battery or 24 V battery charging, lighting and auxillary equipment. What is the required maximum energy consumption?
Other details of the individual findings.
Also follow the information on the matters listed above, before filing a request for an offer.
Some elements of existing systems may be simple used for the converted vehicle, such as, electric power steering system or an electric vacuum brake assist system. In some embodiments, for example, compromise the central heating system of the vehicle in the winter using a Webasto diesel or gasoline heaters instead of electric heating.
In our opinion, in dealing with such a socially beneficial information is effectively blocked by the media in Poland under the influence of lobbying equipped with a huge amount of money corporations who want to keep the staus-quo of its products in the markets as long as possible. This dominance is so great that even the government of national development strategies, there is no reference and support for these solutions and their potentially profound impact on future labor market. This is totally contrary to the initiatives of all major countries like USA, China, France, Germany, Spain, Italy and many others where there are existing commitments and targets established by successive elimination of internal combustion vehicles to electric. Separate from the budget of these countries huge sums to support the automakers and advanced batteries as well as 20% -: -30% discounts for buyers. Besides the above mentioned activities in France is intensive infrastructure construction vehicles charging points, the rapid substitution of batteries, car sales form with the possibility of renting or leasing batteries, modification of construction law addressing the needs of owners of electric vehicles.
Most progressive governments seeking to meet the transport needs up to the maximum energy available on the ground, without the need for resources extracted from the earth, which is naturally accompanied by substances harmful to the environment of living organisms. Community about their culture of responsibility for the future of the country and their representatives present a comprehensive treatment of the problem of paying attention to the rapid elimination and control of negative factors.
Now, in Poland we avoid such issues and topics which are not profit-making in real-time we are shifting them to be solved for the next leadership team.
The difference in such approaches translates directly to increased disparities in levels of development of the country, levels of prosperity and health of citizens.
Practical solutions installed on board in passenger cars, already allow you to move off without charging an electric car up to 600km by gathering around 100kWh of energy with a weight of around 300kg. Electric buses usually have enough power at the level of 250kWh.
The key to success is the selection of an energy volume to match it exactly to your needs. Both deficiency and excess of energy will yield worse solutions.
Unfortunately, not yet in Poland, but in many other European countries such as France, England, Spain, Italy, Luxembourg, is possible since a few years from now. They return to the buyer (when purchasing electric car) important part of EV value eg. car value about € 24 thousand than returned amount of from €5 to €9 thousand.
In our opinion, hybrid solutions do not provide any significant advantage to the user both in terms of drastic reduction of fuel consumption and operating costs. On the contrary, the user becomes hostage to two oppositing solutions which are installed in the car and shall bear the increased costs of maintenance required for both as well as for the completion of warranty obligations. Beside of that, such solution do not improve ride comfort.
This solution is suitable only for the manufacturer and seller. In fact, it artificially prolongs the time to decide on a decisive drive eliminating the products of combustion is not acceptably low efficiency of energy conversion into kinetic energy of motion. Moreover, nothing keeps a legitimate dealings waste huge amounts of energy in an era of dwindling natural resources necessary for the production of millions of other products that are necessary to society.
In our opinion, it is not worth to buy hybrid solutions for private use.
We want to prove that having an electric car you can ride for free. Currently, the cost of operating of our cars, using electricity tariffs by night we have a level of about 4,5 PLN / 100km. Assuming that car utilize the battery pack which allows to pass 200 000km without need of exchange. We have a profit on fuel costs and operation of approximately 74 thousand PLN, in relation to combustion solutions.
With above savings wen can invest the amount of 25 000PLN in 2kW power photovoltaic panels (plus inverter and batteries), install them on the roof of the house.It can provide us in the sunny days of summer enough energy to fully charge an electric car, and the surplus to be used for household needs.
By investing a further 15 000 PLN in low noise wind generator with a capacity of 2 kW and putting it on the roof of the house supporting the energy in the evenings and night periods when wind strength is sufficient. Realistically, this is only possible in the range from 18% to 25% of the operation of a windmill.
You can see from this statement that about half of the days of the year you can ride for free, and still we have an balance to invest in electric car
This saved amount is sufficient to cover the cost of electricity needed to drive:
420 000 km away from home, charging the batteries during the day
750 000 km charging the batteries at home at off-peak
or other possibility
buying spare batteries with a doubled energy, to increase the range to about 200 -:-240km.
Caution. We set up the transparent comparisons ( to show differences) that the acquisition costs of electric and internal combustion cars were the same.
Here are the basic items to which attention should be drawn in order from most important:
1st bike must have a good braking system (especially in the front wheel). We recommend a V-brake. The preferred solution is also the rear wheel hub has a derailleur. When choosing the rear wheel drive, we can recommend an electric motor already prepared by the factory for disc brake installment.
2nd front fork (cushioned, also) assumed in the lower part wher is fixed to the axis, can not be made from aluminum or its alloys (low resistant to breaking stress), but good quality steel (for example, you can check; it should be attracted by a magnet). Torques required for tightening the axle nuts to fork and axle torque generated by the engine can cause deformations and cracks easily this part of the fork (when it is of inadequate material).
3rd Good when the shifter bracket is not bonded to the brake levers, because in our set there are already two brake levers containing a Hall Effect sensor levers (used by the driver to stop feeding power to the engine when any of the brake lever is depressed). When you have already the set combined with a derailleur brackets than you need exchange shifters derailleurs to separate ones.
4th Tires should be rather smooth and well pumped, without distortion (semislick) to minimalize the rolling resistance. Of course this is not a categorical requirement, but helps to increase the range, by using less energy.
5th If the batteries are to be mounted on the trunk, it should have a rigid structure.
If the batteries are mounted under the frame to be worth checking the enters by cutting a profile example of cardboard with a 31cm length of the upper horizontal side and the other dimensions as follows:
For bikes with frames of unusual structures such as the cushioned rear wheel, without the trunk is possible for fitting two containers of batteries (arranged symmetrically) under the saddle (on a special bracket clamped to the pipe (which is used as the regulatory of saddle height).
26 “and 28” bicycles wirh e-drives are available every day for testing in Piaseczno, on. Puławska 34th street. Please pre-agreed date by phone or e-mail, using the numbers and addresses listed on the page in the “Contact”.
We also offer the drivers with energy recovery (even for the bicycle applications this is not practical significance for reasons of energy saving), since in some cases, such as mountainous terrain this approach helps to significantly reduce the cost of brake pad wear. The practical meaning of such a system exists in the case of heavier vehicles (cars, locomotives), where the energy stored in the inertia of the system can be be „pumped „ by the engine (which is one of the most efficient, well-known electric power generators) to high-capacity battery. Such solutions we offer for all car conversion kits.
In the bikes (due to the batteries weight)) a large battery capacity is not applied (typically 10 to 14Ah), and this in turn causes that they should not be charged when braking by large currents because it cac cause a important decrease of batteries life time. To prevent the SLA battery life, we can program contollers for customers, adjusting the percentage of the current recovery, limiting the batteries charging corresponding current, Already in widespread use of the latest-generation batteries, LiFePO4 has no such limitations, they are more than 2.5 times lighter and have about six times the lifespan (about 2000cycles).
Motors with no-gear inside the hub can work in the left and right, but whether that happens is decided by the controller, not by motor. Almost all controllers have such option.
Not all motors have design prepared for that, so you want to explicitly clarify the requirement that this function is going to be used. Change of direction in that way (by controller switch) may not be aplicable for motors with internal gear (often found the solution with less powerful motors, such as 250W or 350W), which usually may by integrated with an unidirectional clutch (freewheel).
In this case, reversing the direction, issued by the driver, would create the phenomenon, where the internal engine generates the sound, only, that means it is spinning, but the hub itself in not rotating, at all.
Of course, when you buy kits provide instructions in the bike as well as operating instructions for the warranty. There is a wiring diagram and included requirements for the rest of the power system such as not subject to purchase in our company. The fulfillment of the requirements contained therein is a prerequisite for the preservation of our guarantee obligations in respect of components bought from us cooperating with acquired elsewhere.
They differ in the internal electrical system that determines the engine’s torque and the maximum speed while maintaining the same power rating of 550W. For example, equipping mountain bikes with 48V 550W family motors will give various types of traction parameters, as following:
a) 4012-max. torque is approximately 32 Nm, and the maximum speed of about 25km/h, in 26″ wheels
b) 408 – max. torque is about 20Nm, a max speed of about 40km/h, in 26″ wheels
c) 406 – max. torque is about 15Nm more than the max speed. 50km/h, in 26″ wheels
Other motor family, such as 800W/36V, have similar outer structure also, but differ in the electrical system inside and for 26” wheel the are presenting following parameters:
a) the RHT3525 motor – approximately 60Nm / 25A of max. torque, and 25km / h of the max speed when 36V is applied (for this family 48V, 72V can be used, also)
b) the RHS3540 motor – approximately 47Nm / 25A of max. torque, and 40km / h of the max speed when 36V is applied (at 48V supply even 55km / h)
To prepare the drive mounting for customer we need to have information about the rim diameter (STD or cell structure?).
To install the motor into the bike rim we must use a specially calculated spoke length-available in our stock. In general for the ventricular rim design the spokes are required about 8mm shorter than for the standard rims.
Front-wheel drive or rear one, when they are in the same types such as 406, 408 and 4012 have identical values of traction parameters. Some rear drives which have the fixing system for cartridge with 7 gears, may have additionally a system for mounting of disc brake. Then some of them may require a spacing of approximately 155mm in bike frame. Without disc brake, the spacing is 135mm. In the front fork the standard spacing is 100mm. Due to lack of space, the 550W/48V series does not fit a disc brake. Other families of engines usually have the ability to mount disc brake in front bike fork, as for example 800W/36V FHT2425.
Wheel installation must be carried out using a torque wrench to check proper torque applet to nuts, (mostly about 30Nm – details are contained in the instructions).