MotoCzysz Electric D1g1tal Dr1ve: plug-and-play 100 HP electric powertrain

Dailies -


MotoCzysz_D1g1tal_Dr1ve.jpgCompeting directly with TTXGP winners Agni and the bike from the TTXGP organizers, the Mavizen TTX02, MotoCzysz has developed a plug-and-play electric powertrain that develops 100bhp and 250lb/ft. Those figures give the MotoCzysz Electric D1g1tal Dr1ve a performance advantage over both the above, but the system is also the only in the world to feature the ability to hot swap batteries. Available with or without batteries, the package includes the MotoCzysz E1pc‘s suitcase chassis that’s capable of accepting virtually any swingarm from an existing literbike and a front-end of the user’s choosing. Prices start at $24,500 without the 10kWh Lithium Polymer batteries and $42,500 with them, but Czysz is offering the first 15 customers a $10,000 discount on that price.

As a further split between TTXGP and Czysz, Michael plans to race in the Isle of Man’s TT Zero event in June, where he’ll hopefully have more luck than his DNF there last year.   >

MotoCzysz_Digital_Drive.jpgHere’s the press release:

MotoCzysz Electric D1g1tal Dr1ve System
announces the most integrated electric drive available.  The first
product from a family of integrated drives being developed by MotoCzysz
is designed and engineered specifically for high performance electric
motorcycles.  The eDD system integrates advanced technologies with new
proprietary industry first solutions.  For individuals, teams and
companies interested in building a high performance electric motorcycle,
the new MotoCzysz D1g1tal Dr1ve system is the most advanced integrated
electric drive system available.

MotoCzysz offers the eMoto2 solution: MotoCzysz
power, your imagination
Class leading, electric drive systems are
rapidly moving beyond the resources available to individuals and small
teams, but the vision and ability to build a next generation e
motorcycle has not.  With the MotoCzysz eDD system an individual or team
can use their imagination and build a highly competitive proprietary
race bike or utilize parts from a donor bike to build the electric
motorcycle of their dreams.

The MotoCzysz LQ (liquid cooled) IPM
(internal permanent magnet) 75kW/100hp electric motor is one of the
highest torque/density motors in the industry (250+ft/lbs/340+Nm
continuous 77lbs/35kg).  The IPM solution generates more torque while
being more efficient than any comparably sized AC induction motor.  The
MotoCzysz patent pending cooling system elevates the motor’s nominal
power output closer to the motor’s peak power output.  The MotoCzysz
motor can deliver a continuous 75kW (100hp) and is 93% efficient under
continuous heavy load (140C).  The motor is available to accommodate
either right or left hand chain drive.

The MotoCzysz LQ 240V 85kW Controller
is specifically optimized for the motor, in both function and
packaging.  Accepting 240V and 350+ amps the sealed Controller contains
ALL the high voltage components and plugs directly into the motor,
resulting in a nearly completely wireless (high voltage) system.  The
Controller receives battery motor and rider command data and adjusts
current accordingly.  The Controller software has multiple embedded maps
for setting or customizing functions like torque contouring and overall
power settings.

Batteries, ESS
MotoCzysz is currently the only EV
manufacturer utilizing a functioning ‘hot swap’ battery solution and
the MotoCzysz eDD system incorporates the latest generation.  The new
D1g1tal battery pack utilizes high density, high discharge LiPo (Lithium
Polymer) cells.  Each pack is embedded with monitoring capability that
sends vital data wirelessly via IR (infrared) to a DVMS (d1g1tal Vehicle
Management System) and ultimately to the Controller.  Additionally,
each battery pack houses an LED display that indicates the overall pack
as well as individual cell group data.
Each MotoCzysz (patent
pending) D1g1tal Battery pack weighs less than 18lbs and effortlessly
“snaps” into the “suitcase” chassis.  The “suitcase” holds 8 battery
packs for a total ESS (energy storage system) of 10kWh.

MotoCzysz has designed the “suitcase”
chassis to optimize the ESS mass location and vehicle’s overall on board
energy density.  The chassis accommodates virtually any modern double
sided swingarm from a 1,000cc motorcycle.  The suitcase also ships with a
matching top plate for the mounting/fabrication of a new or existing
front end.


Power                                      75kW/100hp
Weight                                     77lbs/35kg
(complete with pump and plates/mounts)
Width                                       190mm/7.5″
liquid (oil)
Efficiency                                  93% (under
continuous load at 2X 70c operating temp)

Current                                    335A
Weight                                     17lbs/7.7kg
Liquid (water)
Efficiency                                  95%

Battery Pack: individual
29.6 (nominal)
Capacity                                   40Ah
17.5 lbs/8kg
Energy Storage                         1.25kWh (1.2kWh
Discharge                                 10c peak
voltage                             direct contact to buss
Voltage Data Link            via infrared
swap                                 yes
monitoring                    yes
monitoring                   yes
Digital status
readout                 yes
Alarm status LED’s                   yes

Total ESS:
Capacity                                   40Ah
140lbs (17.5lbs X 8) /63.5kg
Energy storage                         
10kWh (9.6kWh nominal)

Complete eDD System:
Weight                             255lbs/115kg
Length                             635mm/25″
Width                              320mm/12.5″
Height                              675mm/26.5″

Complete Electrical D1g1tal Dr1ve System
W/ 10kWh ESS                      $42,500 *
(motor, controller,
suitcase chassis, 8 battery packs)

Complete Electrical D1g1tal Dr1ve System W/O
ESS                                $24,500 
(motor, controller,
suitcase chassis)

Fill the Grid
In an effort to support and assist
electric racing around the world, MotoCzysz and their partners have
developed the “Fill the Grid” program.  The first 15 teams to purchase
an eDD systems for competition will receive a $10,000 MotoCzysz
sponsorship.  The sponsorship reduces the cost of the complete eDD
system to $32,500.  We believe in and support electric solutions as a
way to preserve what is very important to us-RACING.
Be a MotoCzysz
factory supported team and Fill the Grid.

  • Cameron Baum

    Neat concept.

    Fill the grid indeed.

  • Willing to keep an open mind

    The torque is impressive and the hot swap batteries make this a practical design. These e bikes could be on the verge of breaking out into the mainstream once the costs come down. I think this is what they call a “disruptive technology”- lookout Japan!

    Water cooled electric motor, interesting.

  • Dambrosio

    oh, Mr. Myzyzzyyzzczyzc, you always amaze me.

    this things is awesome! the price hurts to say: but technology is technology, ya know’?

    i hope these ideas keep on stemming, im loving this alt. energy boom

  • James

    I dig it, but how far can it go? If the price can be brought closer to mid $20K’s, will it have enough range on the street?

  • Scott


  • robotribe

    The price is unrealistic for most for now, but the power specs are all I’d need (they’re more than my current bike makes) and then some. Here’s hoping the range is decent between charges/battery swaps.

    • Wes Siler

      Well, compare the price to other race powertrains and chassis…

      This isn’t really intended for street consumers.

      • Cameron Baum

        “Well, compare the price to other race powertrains and chassis…”

        considering the amount of maintenance required by this powertrain compared to a typical race engine this thing will ABSOLUTELY blow away the ICE powertrain in the long run (provided the batteries last a race season and do not require replacing). The motor itself should be bulletproof and if correctly engineered require zero mechanical care or labor to maintain even under competitive racing conditions.

        Compare this with a typical internal combustion. Race engine which would go through intensive work and rebuilds thoughout the season not to mention being disassembled and inspected to ensure reliable race operation. Ditto for the transmission.

        The very nature of elctromotive powertrains ensures many fewer moving parts and a longevity not seen with a complex ICE and conventional transmission.

        Fix the issues with battery technology (storage capacity, recharge rates, and deep-cycle longevity and you will have a drivetrain that is an order of magnitude more superior to the ICE units used today.

  • Darek

    I think “not meant for the street” is more to mean that most people don’t need 250 pound feet of torque, or even 100hp. But bring down those specs and you might get a longer range, and a likelier mass market adoption.

  • Willing to keep an open mind

    Yes you’re right. I think this drive system de-tuned would be perfect for off road trail riding and moto cross racing. The torque is unbelievable- that’s what’s needed to tackle nasty black diamond single track trails, not peak horespower. Michael should shoe horn a modified version into a dirt bike chassis. The typical rider is worn out after 30 miles of hard trail riding- perfectly suited for battery driven technology.

  • MTGR

    Cool to see someone sharing the latest tech. The actual results remain to be seen.

    Could be more reliable than an ICE motor over a season, or a battery or controller could short and the whole thing could melt down after one outing, not cheap. And that is if anyone lets you race in any class currently out there other than the electric classes themselves, which it is looking like may require pro-level teams with pro-level budgets anyway.

    As for a street or dirt bike, I think the weight will be too high. This thing is 250 lbs before a chassis and wheels are even added in. True, no fuel or oil weight needs to be added to that number, but consider most off-road ICE powerplants these days run about 25-30 lbs, or about 10% of that weight, and a lot of street ones are not much more. And, detuning alone may not be enough to add enough range, it may still require the same number or more batteries at 17 lbs each!

    Also, electric motors do not produce drive the same way we are all used to, so numbers like 250 ft/lbs may not be as impressive as they sound, especially if the thing is already overweight. As I recall, this team’s “factory” race bike ran even more batteries and 3 motors and still failed to break 100 mph or last for the full 37 mile loop of the IOM.

    Either way, kudos to these guys for putting their money where their mouths are (and hopefully some in their pockets too). Definitely a step in the direction electrics need to go if they are ever going to develop to a practical level.

  • Darth Lefty

    First person to put this in a Locost wins