Weld-free · non-destructive in-position swap · 35–45 minutes per vehicle48–65kg of drivetrain removedBracket vibration tested to 3G1:8.6 reduction ratio as standard5km loaded road test before release

Converting a petrol tricycle to electric:five steps, 35–45 minutes per vehicle

Q: How long does one conversion take?

Two experienced technicians complete a full petrol tricycle conversion in 35–45 minutes following the five-step sequence (a light two-wheeler is recorded at 25 minutes). Before release the vehicle must pass a 5km loaded acceleration, braking and hill-hold test, signed off on the handover checklist.

Q: How much actually comes off in step one?

The fuel tank, carburettor, exhaust, engine and recoil starter, totalling roughly 48–65kg of removed mass. Measure the static front and rear axle load before stripping — that figure sets where the pack sits and is the ballast baseline for everything that follows.

Q: Without cutting or welding, can the pack really be secured?

Yes. The 3mm galvanised heavy-duty bracket locks into the original chassis bolt holes (factory threads align exactly) with grade 10.9 bolts, anti-vibration pads and double anti-release clamps, tested to 3G vibration. Bolting only means the frame is unmodified, which is what makes the conversion reversible.

Q: What is fitted to a 100cc, 150cc or 200cc vehicle?

A 100cc-class vehicle takes a 2.5kW hub motor with 72V 45Ah; 125–150cc passenger vehicles take a 3.5kW PMSM with 60V 105Ah; 150–175cc wide-body passenger vehicles take 4.2kW with 72V 120Ah; and a 200cc-class heavy vehicle takes the 5.0kW integrated differential with 72V 150Ah. Motors, controllers and harnesses are tiered by displacement and tiers cannot be mixed.

Q: How are the battery and motor warranted?

The motive pack carries a 5-year / 3,500-cycle term (1C charge and discharge to ≥80% SOH); the motor, controller and harness follow the container warranty terms. Where a local bay carries out the build, workmanship responsibility and product responsibility are stated separately in the quotation.

Q: Will the converted vehicle be road legal?

A retrofit is a drivetrain change, so most markets require a conversion or change-of-particulars filing and some require type approval. Whether the original frame may be kept and which tests apply is governed by destination law. We ship the 3D chassis scan, bracket hole pattern and harness schematic to support your local filing.

The answer first: two experienced technicians convert a petrol tricycle in 35–45 minutes following the standard sequence. There are only five steps — strip the drivetrain, bolt the battery bracket, couple the motor to the differential axle, plug in the BMS and harness, then calibrate and run a 5km loaded road test. What decides the outcome is not hands-on skill but three things: whether the bracket reuses the original chassis holes, whether motor torque matches the payload, and whether the controller current limit is aligned with what the pack can deliver. This page walks the sequence as it is recorded at the conversion bay, and sets out which vehicles should not be converted at all.

timer

Standard conversion time35 – 45 min

bolt

Motor power range2.5 – 5.0kW

terrain

Loaded peak gradient22% slope

timelapse

Retrofit payback6 – 8 months

request_quoteGet the kit selection table menu_bookOpen the retrofit guide

verifiedStep order, removed mass and vibration figures come from recorded conversion bays; the signed specification sheet shipped with your container governs.

Motor and battery pack being installed during a petrol tricycle conversion

engineeringThe five-step sequence

The five steps: what to do, what to watch, and where it goes wrong

Two experienced technicians follow the standard sequence with no frame cutting and no welding. A 5km loaded road test and a signed handover sheet close every build.

01oil_barrel
Drivetrain removal and ballast assessment
What to do: drain residual fuel and remove the tank, carburettor, exhaust, ageing two- or four-stroke engine and recoil starter. Measure static front and rear axle load, then clean the installation bay.
Watch: about 48–65kg comes off the vehicle ｜ Common error: stripping first and measuring later, so the ballast baseline is lost and the pack position becomes guesswork
02handyman
Bolt the anti-vibration stamped bracket
What to do: the 3mm galvanised heavy-duty bracket locks into the original chassis bolt holes (factory threads align exactly). The LiFePO4 pack drops in and is secured with double anti-release clamps.
Watch: vibration verified to 3G, grade 10.9 high-strength bolts ｜ Common error: welding or drilling to save time, which destroys the factory safety structure and any chance of reversal
03settings
Couple motor to differential axle
What to do: install a 3kW–5kW mid-drive PMSM or an integrated differential unit on the rear axle housing, align the driveshaft flange (deviation < 0.5°), grease and secure the torque arm.
Watch: 1:8.6 reduction ratio as standard for loaded torque ｜ Common error: forcing a misaligned flange, which shows up a few hundred kilometres later as oil seal seepage and gear whine
04power
Plug in the smart BMS and vehicle harness
What to do: connect the high-current main terminals, then plug the smart BMS into the throttle, gear selector and brake cut-off in one action. An integrated pre-charge resistor prevents arcing at connection.
Watch: dual fuses plus an independent 12V step-down supply ｜ Common error: taking 12V straight off the bus for the headlight, which burns the lighting assembly and cluster the moment it switches on
05speed
Upper-computer calibration and road validation
What to do: connect the controller over Bluetooth or with a handheld tool and write the payload and wheel-diameter parameters. Verify hall self-learning and cluster SOC accuracy, then run a 5km loaded acceleration, braking and hill-hold test.
Watch: vehicle released only against a signed handover checklist ｜ Common error: releasing the vehicle uncalibrated, leaving visible speed and state-of-charge error and unmanaged shift distance

tuneDisplacement to configuration

Motor and battery configuration by original displacement

Original displacement sets the everyday payload and the expected top speed, which sets motor rating. Daily distance and route gradient set pack capacity and platform voltage. Size the two separately rather than guessing both at once.

Factory-calibrated

Original displacement / vehicle	Recommended motor	Battery voltage and capacity	Top speed (loaded)	Target range	Standard conversion time
100cc class (light two-wheeler / mini shuttle)	2.5kW hub motor · 4.2kW peak	72V 45Ah (3.24 kWh), quick-release carry handle	70 km/h	85 – 100 km	25 minutes
125 – 150cc (3+1 passenger)	3.5kW PMSM · 6kW peak	60V 105Ah (6.3 kWh), flame-retardant aluminium case	50 km/h	110 – 130 km	35 minutes
150 – 175cc (wide-body passenger)	4.2kW vector sine-wave · 7.5kW peak	72V 120Ah (8.64 kWh), automotive blade cells	55 km/h	135 – 150 km	40 minutes
200cc class (1 tonne cargo / heavy open bed)	5.0kW high-torque integrated differential · 9.5kW peak	72V 150Ah (10.8 kWh), dual-module cold-rolled steel	45 km/h (800kg payload)	95 – 115 km	45 minutes

Factory-calibrated values with a 1:8.6 reduction ratio as standard. Motors, controllers and harnesses are tiered by displacement and brackets use platform-specific tooling, so tiers cannot be mixed; non-standard vehicles need a 3D chassis reverse scan for custom stamped brackets. Range moves with payload, gradient, tyre pressure and riding style.

Specification notice:The figures above are engineering reference values. They may differ with production batch, configuration and actual duty cycle, and the percentages for life, efficiency, availability and coverage are engineering estimates and bench references. Contact us for the detailed specification sheet.

compare_arrowsWhy weld-free matters

Weld-free brackets versus cutting and welding

warning

Cut the frame and weld

A permanent structural change

cancelFrame structureWeld heat alters the local metallurgy and permanently changes the factory safety structure
cancelReversibilityOnce cut and welded it cannot be returned to standard, which affects resale value
cancelLoad pathThe weld becomes a new stress concentration that needs additional inspection under vibration
cancelCorrosionWelding breaks the factory coating, so rust starts at the weld in monsoon wading
cancelRegistrationA structural frame change has to be re-declared in most markets; destination law governs

Cutting and welding is not automatically cheaper — once the frame is spoiled there is no second attempt.

verified

Weld-free stamped bracket (this route)

Non-destructive in-position swap

check_circleFrame structureBolted onlyThe bracket locks into the original chassis holes: no cutting, no welding, safety structure intact
check_circleReversibilityDrivetrain can be removedThe frame is unmodified and the factory mounting points remain, so the conversion is reversible in principle
check_circleLoad pathReuses factory holesIt follows the original engine mounting and locking points, so load flows as designed
check_circleVibrationVerified to 3G3mm galvanised bracket with grade 10.9 bolts and anti-vibration pads
check_circleBallast42:58 axle ratioCornering lean held below 14°, removing nose-lift under braking and roll-over risk in tight turns

The one cost of the weld-free route: the bracket needs platform-specific tooling, and non-standard vehicles need a scan first.

Overseas workshop surveying and converting a petrol tricycle to electric

reportWhich vehicles should not be converted

Four cases where we advise against converting

A retrofit only makes sense if the donor vehicle is still worth converting. In these four cases we say so at survey stage rather than taking the order and fixing it later — braking, load carrying and compliance all stay with the vehicle afterwards.

Corroded, deformed or cracked frame: perforation, cracking or straightening marks leave the original holes unable to act as load anchors. A converted vehicle like this is more dangerous than the original, so we decline.
The battery box will not take the pack: a 24S pack is larger than the same-capacity 16S pack. If it will not fit under the passenger seat or in the chassis bay, step down the platform voltage or reduce capacity instead of forcing it.
Controller and cluster are not rated for the higher voltage: before changing platform voltage, verify the controller MOSFET rating and current limit together with the input range of the cluster and DC-DC. If all three do not line up, do not raise the voltage.
Brakes and tyres are already worn out: tyres, brake shoes and body panels are not in the kit. Repair them first, or the converted vehicle still stops like the old one.

straightenStraight, no perforationFrame requirement

battery_alertPack must fit firstBattery box

fact_checkFour items to confirm at survey

Original brand and chassis model — to match bracket holes and harness length
Original displacement and everyday payload — to set the motor rating tier
Daily distance and route gradient — to set pack capacity and platform voltage
Destination country and port — whether a drivetrain change may be registered locally

helpConversion FAQ

Converting a petrol tricycle to electric: six common questions

How long does one conversion take?expand_more

Two experienced technicians complete a full petrol tricycle conversion in 35–45 minutes following the five-step sequence (a light two-wheeler is recorded at 25 minutes). Before release the vehicle must pass a 5km loaded acceleration, braking and hill-hold test, signed off on the handover checklist.

How much actually comes off in step one?expand_more

The fuel tank, carburettor, exhaust, engine and recoil starter, totalling roughly 48–65kg of removed mass. Measure the static front and rear axle load before stripping — that figure sets where the pack sits and is the ballast baseline for everything that follows.

Without cutting or welding, can the pack really be secured?expand_more

Yes. The 3mm galvanised heavy-duty bracket locks into the original chassis bolt holes (factory threads align exactly) with grade 10.9 bolts, anti-vibration pads and double anti-release clamps, tested to 3G vibration. Bolting only means the frame is unmodified, which is what makes the conversion reversible.

What is fitted to a 100cc, 150cc or 200cc vehicle?expand_more

A 100cc-class vehicle takes a 2.5kW hub motor with 72V 45Ah; 125–150cc passenger vehicles take a 3.5kW PMSM with 60V 105Ah; 150–175cc wide-body passenger vehicles take 4.2kW with 72V 120Ah; and a 200cc-class heavy vehicle takes the 5.0kW integrated differential with 72V 150Ah. Motors, controllers and harnesses are tiered by displacement and tiers cannot be mixed.

How are the battery and motor warranted?expand_more

The motive pack carries a 5-year / 3,500-cycle term (1C charge and discharge to ≥80% SOH); the motor, controller and harness follow the container warranty terms. Where a local bay carries out the build, workmanship responsibility and product responsibility are stated separately in the quotation.

Will the converted vehicle be road legal?expand_more

A retrofit is a drivetrain change, so most markets require a conversion or change-of-particulars filing and some require type approval. Whether the original frame may be kept and which tests apply is governed by destination law. We ship the 3D chassis scan, bracket hole pattern and harness schematic to support your local filing.