Two- and Three-Wheeler Fleet Electrification Solution
Converting a two- or three-wheeler fleet to electric is a procurement decision wrapped around an operations problem. Riders cover 60 to 120 km per day, vehicles are parked overnight in dense compounds, and downtime directly reduce…
Two- and Three-Wheeler Fleet Electrification Solution
What a fleet conversion looks like
Fleet conversion happens in stages, not in one purchase order. Vehicles stay in service while the depot, the charging arrangement and the maintenance routine are rebuilt around them.
- Depots with fixed routes, known daily distance and a rider roster that keeps vehicles out for most of the day
- Mixed vehicle populations, where old and new models share the same yard and the same chargers
- Depot supply that is often the binding constraint long before the vehicles are
- Maintenance done by fleet mechanics who need a pack they can identify, test and swap without special tools
What the design has to respect
- Pack selection driven by measured duty cycle – route distance, load and hours in service – not by nameplate capacity
- Charging sized to the depot’s incoming supply, with a battery-buffered arrangement where that supply cannot carry the fleet
- A progressive standardisation path, so part of the fleet can be converted without scrapping the rest
- Communication and mounting that fit the vehicle rather than requiring the vehicle to be modified
- Total cost per kilometre as the working measure, including pack replacement interval
Pack Selection for Fleet Duty
Fleet duty differs from consumer duty: higher daily energy throughput, less gentle handling, and a strong preference for packs that can be swapped between vehicles of the same class.
- 48V 24Ah and 60V 20Ah packs for light e-bikes and smaller delivery scooters
- 60V 32Ah and 72V 20Ah packs for cargo three-wheelers and heavier delivery vehicles
- Capacity matched to route length with a 20-30% reserve for detours and battery ageing
- BMS current limits set to protect controllers during sustained hill climbs and full-load starts
- Charge port and mounting interface kept consistent across a fleet’s vehicle classes where possible
We supply cycle-life test summaries and capacity tolerance data so operators can set realistic replacement schedules and warranty terms. Where a fleet already operates a mixed vehicle population, we can supply a comparison sheet mapping pack options to common vehicle models, so procurement can standardise progressively instead of replacing the whole fleet at once.
Charging Strategy for Depot and On-Route
Charging is the constraint that decides how many riders a depot can support. Two approaches dominate: overnight depot charging, and opportunity charging during shift breaks.
- Depot charging cabinets with 6 to 20 channels for overnight top-up at 0.2C-0.3C
- Higher-rate 0.5C charging where shift structure allows a partial recharge mid-day
- Charger-to-BMS communication so each pack receives a temperature-compensated profile
- Load management to avoid exceeding the depot’s incoming supply capacity during peak hours
- Portable chargers for riders without fixed parking, with thermal and short-circuit protection
We can model the depot’s daily energy requirement from rider count, route distance and pack capacity, then size the charging cabinet and incoming supply accordingly. Where the depot’s incoming supply is the binding constraint, we can propose a battery-buffered charging arrangement that charges the buffer overnight and serves riders during the day.
Managing Fleet Data and Total Cost
Once a fleet passes a few dozen vehicles, pack-level data becomes the difference between planned maintenance and repeated roadside failures.
- BMS data logging of cycle count, charge throughput and maximum cell temperature per pack
- Optional GPS and 4G modules for vehicle location and usage reporting
- Health-state ranking to identify which packs to rotate, repair or retire
- Driver-level energy consumption reporting to support incentive schemes and route planning
- Documented repair procedures and a recommended on-site spare ratio, typically 5-10% of fleet size
The economic case rests on energy cost per kilometre, avoided downtime and pack replacement interval. We help operators build that model with our own specification data rather than vendor estimates, and we recommend a monthly review of pack health so replacement decisions follow trends rather than failures. We also recommend a monthly review of pack health data with the operations team, so replacement decisions follow trends rather than failures reported by riders.
What this design gives you
Lower Cost per Kilometre
Electric operation replaces fuel and engine maintenance with electricity and predictable pack replacement, reducing the running cost of each delivery route over a multi-year operating period.
Pack Interchange Across Fleet
Common voltage classes and interfaces let packs move between vehicles of the same class, simplifying spare-part holding and daily vehicle assignment across a mixed and growing fleet.
Depot Load Planning
Charging cabinet sizing and load management are planned against the site’s incoming supply, avoiding costly electrical upgrades or nuisance breaker trips during overnight charging peaks.
Maintainable by Local Teams
Documented parameters and standard tooling requirements allow fleet workshops to carry out diagnostics and module replacement without waiting for factory engineers to travel to site.
Data for Replacement Planning
Cycle and health logging gives operators the evidence to schedule pack replacement as a planned capital item rather than reacting to failures that interrupt revenue-earning shifts.
Volume Pricing on Quotation
Fleet and distributor volumes are quoted directly by our export team, with commercial terms structured around rollout phases and annual purchase commitments rather than one-off transactions.
Reference specification
| Pack voltage and capacity | 48V 24Ah / 60V 20Ah / 60V 32Ah / 72V 20Ah |
|---|---|
| Chemistry | LiFePO4 |
| Daily range supported | 60-120 km per vehicle |
| Cycle life at 80% DoD | 2,000-3,500 cycles |
| Charge rate | 0.2C-0.5C |
| BMS communication | CAN / RS485, optional GPS + 4G |
| Enclosure protection | IP65 |
| Depot charger channels | 6 to 20 channels per cabinet |
| Recommended spare ratio | 5-10% of fleet size |
How an order runs
These are the terms we quote on for fleet packs, chargers and depot hardware. Voltage, capacity, quantity and destination are fixed on the quotation, and every figure below is confirmed in writing before production starts.
| Minimum order | 20 units per model for a production order. Single units are available as paid evaluation samples, credited against your first production order. |
| Lead time | 25 days after the deposit is received for a standard batch. Tooling, custom BMS or project-specific capacity is scheduled separately and confirmed on the quotation. |
| Payment | T/T: 30% deposit with the order, balance against the bill of lading copy. |
| Shipment | Tell us the destination port or door. The quotation states the Incoterm and the freight option we are quoting, so the delivered cost is comparable across suppliers. |
| Packing | Packed to the packing instruction applying to UN3480 or UN3481, terminals protected, lithium battery mark and hazard label applied, pallets strapped and shrink-wrapped. |
| Documents with the goods | Packing list, commercial invoice, MSDS, UN38.3 test summary and report, shipper’s declaration for dangerous goods, and the bill of lading or air waybill. |
| Per unit | Datasheet for your model and the end-of-line test record for that serial number. |
| Warranty | 3–5 years, depending on model, written into the contract. |
| HS classification | Lithium-ion accumulators, heading 8507.60. The national tariff line and duty rate are confirmed against your destination before the order is placed. |
Documents: Packing and shipping document checklist · provided with your quotation · BMS protocol mapping note · provided with your quotation
How to verify before you commit
A conversion is de-risked on a small batch before it is rolled out across the fleet.
- A paid trial batch, tested on the actual routes, with energy consumption per kilometre measured against your own baseline
- Capacity tolerance and cycle-life test summaries, so replacement intervals can be planned rather than discovered
- A comparison sheet mapping pack options to the vehicle models in your fleet
- UN38.3 test summary and report for the packs as shipped
- A depot energy model built from rider count, route distance and pack capacity, with the assumptions stated
Models that fit this scenario
Every figure in these tables is published on the matching product page. Voltage, capacity, enclosure and connector can be re-rated for your project.
E-Motorcycle & E-Scooter Batteries
| Application / load | Voltage platform & capacity | Current & thermal design | BMS & communication |
|---|---|---|---|
| City commuter e-scooters and delivery mopeds | 60 V 20 Ah scooter pack · 64 V (60 V class), 20 Ah, 1.28 kWh | Charge current 20 A, full charge in about 1.5 hours; IP67 ABS/PC shell on aluminium frame | Over-current and short-circuit protection; UART / RS485, CAN optional |
| High-speed electric motorcycles | 72 V 20 Ah motorcycle pack · 76.8 V (72 V class), 20 Ah, 1.54 kWh | Charge current 20 A, full charge in about 1.5 hours; IP67, anti-vibration mounts | Over-current and short-circuit protection; CAN / RS485 / UART |
| Three-wheelers, e-rickshaws and passenger trikes | 60 V 32 Ah three-wheeler pack · 64 V (60 V class), 32 Ah, 2.05 kWh | Charge current 32 A, full charge in about 2 hours; IP67 powder-coated steel tray | Over-current and short-circuit protection; UART / RS485, CAN optional |
Battery Swapping Packs
| Application / load | Voltage platform & capacity | Current & thermal design | BMS & communication |
|---|---|---|---|
| Delivery three-wheelers and light cargo carts on battery-exchange networks | 48 V 24 Ah swappable pack · 51.2 V (48 V class), 24 Ah, 1.23 kWh | Maximum continuous charge current 25 A; IP67; -20 °C to +60 °C | Cell-level monitoring with active balancing; CAN / RS485 / UART, Bluetooth optional |
| Electric motorcycles and ride-hailing fleets that swap packs mid-shift | 60 V 40 Ah swap pack · 64 V (60 V class), 40 Ah, 2.56 kWh | Charge current 40 A, full charge in about 2 hours; IP67 aluminium case | Active balancing and current limiting; CAN / RS485 / UART, Bluetooth optional |
| Heavy-duty and long-route fleets that need the largest pack in the line | 72 V 45 Ah heavy-duty pack · 76.8 V (72 V class), 45 Ah, 3.46 kWh | Charge current 45 A, full charge in about 2.5 hours; IP67, shock-absorbing mounts | Active balancing and current limiting; CAN / RS485 / UART, Bluetooth optional |
Recommended products
Configuration is confirmed against your duty cycle before quotation.
48V 24Ah Swappable LiFePO4 Battery Pack
48V 24Ah swappable LiFePO4 pack with smart BMS, IP67 enclosure and over 6,000 cycles for battery swapping stations.
View product
60V 40Ah Swap Battery for Electric Motorcycles
60V 40Ah swappable LiFePO4 battery for e-motorcycles, with 2.56 kWh energy, smart BMS and IP67 case.
View product
60V 20Ah E-Scooter Battery Pack
60V 20Ah LiFePO4 e-scooter battery pack with 1.28 kWh, smart BMS, IP67 case and vehicle-matched mounting.
View product
60V 32Ah Three-Wheeler / E-Rickshaw Battery
60V 32Ah LiFePO4 battery for three-wheelers and e-rickshaws, 2.05 kWh, 60A continuous discharge, IP67.
View product
12V 150Ah Deep-Cycle Start Battery
12V 150Ah LiFePO4 deep-cycle start battery, 1.92 kWh, 1000A cranking, drop-in for Group 31 lead-acid.
View productSend your fleet composition, daily route distances and depot supply capacity, and we will return a pack and charger configuration.