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On the Varg this does not involve any hardware modification. It uses the existing inverter. There is no way to "deliver" this to Varg owners. It is only for us to learn and develop the algorithms. What happens from that point is anybody's guess.

As for point C, I think a Surron with an upgraded inverter is considerably more than a "6 kW mini-bike" and there definitely is some value for advanced traction control. However, the more capable and powerful the bike the more it will benefit from advanced traction control. So from a technical...

One part of it is using the IMU to measure what is actually happening and use that information in the next cycle. However, there is more to it than that. Also, the final form will likely have considerable differences from initial ideas/plans. That is why we need a test platform and riders. A...

There is nothing wrong with a fixed (constant) acceleration limit. That limit really isn't a constant and I think it is possible to do significantly better. For the App I am assuming the Varg's app. We have zero influence on Varg development -- this has been the case for a significant amount of...

The idea is for the tech to be in aftermarket MOSFET inverters that can be installed on Surrons, Talarias, etc. There are no plans for the Varg.

The last four inverters that I have worked on all have an integrated IMU (inertial measurement unit). The idea is to use this for traction control that actually works in conditions where you cannot rely on wheel speed sensors. Think of it functioning somewhat like an autopilot for drones. Due to...

Let me try and explain it this way. On the Varg the HP setting really sets the motor current limit; at RPM below about 7K this is actually more of a torque limit. Of course, HP is proportional to torque so it is called a "HP" instead of Newton meters. I apologize in advance for the math but here...

Ouch, To me the damaged cover seems to be the secondary concern. The damage on the main housing is more worrying.

When the bike is flashing magenta is has already downloaded the new firmware via 4G connection (and stored it in flash memory dedicated for that). When you press the buttons to start the update process 4G connection is no longer required because everything needed is in local flash memory...

My best guess is this: It froze in the middle of inverter update. The inverter is now not running -- nor sending coolant temperature to the VCU over CAN bus. Because of this the VCU assumes the coolant temperature is high and runs the fan. If the inverter stays inside the boot loader (doesn't...

Making the battery easily swappable would make the bike a bit heavier. Other people would gladly trade battery capacity for lower weight, but for you battery capacity is the largest problem. Basically, you have to make some design choices -- those choices are desirable for some people but not so...

That bike can deliver enough instantaneous torque to do a pretty damn good job of simulating a clutch. Too bad they don't offer that though.

Replacing the battery replaces the BMS and the analog measurement circuit. Sure, that is one way of fixing it, but an expensive one.

That is right. No single setting is right for every situation or section of the track.

This is a simplification of the turn-on process: 1. You press the button and the VCU and BMS is powered on using the 18650 cell inside the VCU. 2. The BMS measures the cells voltages (100 of them) and sends them to the VCU. The VCU sums them to get the battery voltage. 3. The VCU tells the BMS...

From the IGBT module literature: The pin fin structure is suitable for cooling fluids like water/ethylene glycol mixture Coolant fluid with its corrosion protection has to be compatible with the aluminium of the cooler material and the nickel overplated Cu module baseplate Typically BASF...

Did you try holding the map up and down buttons at the same time to start the update? Basically you treat it just like it is flashing magenta. I am no longer familiar with the software but a while ago that would work.

IIRC, the charger does not send the AC input voltage to CAN bus. This means the bike has no way of knowing if the charger is plugged into 120VAC or 230VAC. So if the bike charges fine on 230VAC but very slowly on 120VAC then I would suspect other things besides the software. Perhaps 120VAC is...

I have been working on EV stuff for about 20 years now. For anyone interested here are my thoughts on safety related things: 1) Biggest worry is mechanical injury. As a design engineer for the drive system I work together with people assembling, testing, and maintaining the prototypes -- people...

Having written the code for this it is really amusing reading this thread. Let's just say most of the guesses are quite poor and some a bit paranoid. Oh well, to be expected.