The Electric Garage: The Lectra VR24

trish

How awesome is this?  This is the ca 1998 Lectra VR 24.  MORE PHOTOS plz:

LECTRAHM

harbor

MUSTANG

Right?  Some specs you say?  But of course:

SPECIFICATIONS

GENERAL
Manufacturer EMB Incorporated (until Dec. 1999)
Warranty 1 Year Limited
Top Speed 45 mph (51 mph option)
Range up to 35 miles, see simulator
Recharge Time 4.2 hours (20% to 95%)
MOTOR
VR24 Electric, 24 vdc
Variable Reluctance
2-phase brushless design, Air Cooled
Torque 8 ft-lbs peak (40 ft-lb after reduction)
5:1 Helical Gearset, Internal to Motor
Max RPM 15,800
BATTERY PACK
Optima D750S (x4) Valve-regulated lead-acid
Absorbed Glass Mat (AGM) type
Non-spill, Maintenance free
Life Cycle 300-350 deep discharge(100% D.O.D.)
STANDARD EQUIPMENT
104 amp-hour, 24 volt VRLA/AGM advanced battery pack
VR24TM drive system with integral helical gear speed reduction
Fully automatic on-board charger
Electric, power-assisted regenerating rear brake with anti-lock features
Hydraulic fork with aluminum triple clamps
Twin coil-over-shock, adjustable rear suspension
Full floating hydraulic caliper front disk brake
Cast aluminum alloy helical style wheels
Dunlop performance tires
Electronic twist grip “smart” throttle
Safety neutral mode with “Power” select
Chrome foot peg
Custom molded seat
Keyed ignition switch
Speedometer/odometer
State-of-charger (fuel) meter
Sealed beam hi/lo/flash headlight system
Turn and tail light package
Dual rear view mirrors
Horn
Tool kit

Lectra meets Federal Motor Vehicle Safety Standards and is a “zero emission” vehicle.Range will vary depending upon many factors including driver actions, and weather and road conditions.

All this comes via ElectricMotorbike.org, which apparently is the web home of Lectra, where you get a complete history on the “About” page.  I’m sorry guys, I’m going to cut and paste that whole thing here, in the interest of posterity, and for my own historical research purposes.  Here is that, in it’s entirety, but do stop by the page and check out the vintage videos and other awesome hot babes with bikes photos:

EMB was started by Scott Cronk and Rick Whisman in 1995, in Santa Rosa, California.

Rick left after a few months to focus on a new family. Peter Bryant helped a little after that, but it was mainly Tom Healey and David Lloyd (and George) who worked side-by-side with Scott to develop the first prototype, affectionately called Thunderchild (after HG Well’s War of the Worlds).

Thunderchild was based off of a Mustang Stallion running chassis (12″ wheels and hard-tail frame with a sprung seat), coupled with a series wound DC motor, a helical gear box (the “Rock Box”) and VRLA batteries in a 48vdc, 38AHr configuration. An innovative fabric body covered Thunderchild. This custom fabric body was streched over tensioned fiberglass rods, mounted to the frame. The “e-meter” was mounted in the headlight …. the e-meter kept track of power and energy levels, to provide basic engineering data.

In 1996, Che Voight, Volker Scholze, and Ralf Wohl joined Scott to develop the VR24 drive system, and the Lectra electric motorbike.

The VR24 was a “variable reluctance” motor and controller — a technology desired for its high efficiency, robustness, good power density, and low manufactured cost (in volume). The VR24 offered regenerative, anti-lock braking, and a very unique “growling” sound.

Several other people helped EMB, including Liza Meyers-Healey (our trusted administrator), Sarah Schilke (a very talented marketing manager), Lloyd Cook (production manager), John Zie and Josh Zermeno (who did most of the building) and a host of student interns (Elladio Lorente, Frederic Chaillou, Lucia Paninni). David Lloyd (“Big Dave”) stayed the course.

The Lectra’s styling was completed by Roger Gutierrez (San Francisco).

The Lectra used 4 Optima (VRLA) batteries is a 24 vdc configuration. All lights and the horn ran directly off of the 24vdc battery power.

About 4-6 prototype Lectra were produced using the first generation VR24 motor and controller. These early models can be recognized by their billet aluminum gearboxes, large motor controllers, and poor turning radius and handling! The swing arms also used sliding chain tensioners, instead of the eccentric system used on later models. These early prototypes had hand-laid fiberglass bodies, many with carbon-fiber inlays. These bodies and the fitted seats were made from hand molded forms. And, sported the classic Mustang style headlight — these early Lectra had small chromed headlamps mounted on the top triple clamp, as is typical with scooters.

The team then built about 12 “engineering build” Lectra. These had a new frame geometry that provided good handling and a tight turning radius. The triple clamps were cast aluminum (on most of these 12), but most importantly, the motor controllers were version 2, which was significantly smaller, and more powerful than the earlier prototype Lectra. These later versions also had plastic molded bodies and fitted seats made from 3-D CAD models. The head lamp was relocated to fit between the triple clamps, directly in front of the head tube.

These 12 “engineering build” Lectra were part of an extensive engineering and consumer test program that EMB undertook to finalize the Lectra prior to regular production.

The differences between these early engineering builds and the later production models are not obvious to a casual observer. However, under the body work, the EMB team had made several enhancements to improve reliability, performance and manufacturability of the Lectra.

(In December of 1999, EMB was acquired by ZAPWORLD.COM)

At about the same time, EMB/ZAP introduced a custom seat made by Corbin, and changed the tires (to K488) and added a new rear drum brake (cast aluminum vs the previous milled steel drum). Some later models also used a new handlebar (made by Magura) and aluminum footpegs (verse the chrome footpegs used earlier).

All Lectra had on-board chargers that are fully automatic.

Lectra were sold to customers in Europe, Costa Rica, and the USA.

EMB was blessed with a wonderful Board of Directors and Investors. Especially helpful were Nikola Marincic, Jim and Susan Henderson, Gene Straube, Ray Nowakowski, John Dabels, John Dunning, Douglas Rice, and more than 30 other shareholders.

To all the folks that bought our products or provided guidance or support …. THANKS!

Electric Motorbike (EMB) Incorporated, built about 100 Lectra electric motorbikes between 1996 and 1999.

Each original Lectra had a 17 digit vehicle identification number (VIN) that began with “4ZMRAE” and ended with a serial number between 00001 and 00101.

ZAP built and sold a few Lectra. Those have a VIN labels that begin with “1Z9” and end with 139001 – 139005.

The VIN label is located on the head tube.

If you would like to verify the authenticity of any Lectra, or gain information on its ownership history, please contact Scott Cronk, founder of EMB, by sending an email to Scott Cronk at scott@energymatters.net

In terms of the timeline, this was pre-dated by Mike Corbin and a few others:

  • 1974: Corbin-Gentry Inc. begins sale of street legal electric motorcycles.
  • Professor Charles E. MacArthur makes first electric vehicle ascent on Mt. Washington, NH using a Corbin Electric motorcycle. The event evolved into an annual rally called the “Mt Washington Alternative Vehicle Regatta”.
  • 1978: Electric Harley Davidson MK2 created by Transitron manufactured in Honolulu, Hawaii.
  • 1988: Eyeball Engineering creates KawaSHOCKi electric dragbike and is featured in a major magazine.
  • 1996: Peugeot Scoot’Elec was the first mass production of an electric motorbike.

They also go into great detail about the “Variable Reluctance” motor, and how that all works on their Home page:

Electronic motor

Sometimes the variable reluctance motor is called “switched reluctance” motor, or simply “reluctance motor”. This is slightly misleading since the term also includes other types of motor. However, EMB refers to it as a variable reluctance or VR motor.

The VR, motor has sometimes been called the world’s simplest motor. This is easy to understand when looking at its construction. Just like most other types of motor, it has a stationary part, the stator, which consists of a number of windings on an iron core. The moving part, the rotor, consists only of iron, often in the form of laminated sheets pressed on to the rotor axle.

The lack of magnets, windings, and slip rings or brushes in the rotor makes the motor itself robust and relatively easy to manufacture.

To control the motor torque or speed, some degree of electronics is always re-quired. Depending on the application and requirements, anything from very simple to quite sophisticated electronic designs are used.

Customers normally choose the VR drive system instead of other types because of some of the following features:

  • The motor is brushless and thereby maintenance-free.
  • The motor is easy to manufacture.
  • The efficiency is high compared to conventional DC and AC motors.
  • The relationship between efficiency and price is advantageous compared to all other solutions including so-called brushless DC motors.
  • At low speed, almost no losses in the rotor are generated. The losses only occur in the stator, which means that the motor is easy to cool and can thus be small.
  • The motor can be designed for use in very high ambient temperatures.
  • Accurate speed control is achieved at a low cost.
  • The motor can easily be mechanically adapted or even integrated with the equipment or machine that is driven.

Be sure to read the whole post on their site.

 

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