NetGain Motors AmP 8, Owner'S Manual, Page: 28 / 34

point where the wire touches the commutator surface it is necessary to replace the brushes quickly or
damage to the commutator could occur from the indicator wire. This feature has been removed from
most motors as it was difficult to use with the pack voltages of typical EVs.
18. What are
TransWarP
™
Motors?
TransWarP
™
motors are not a motor with a transmission. The Drive End (DE) of the
TransWarP
™
motors have a 1.375”, 32-tooth, involute splined shaft that matches a Chevrolet Turbo 400 (T400)
transmission output shaft. The drive end bell has been pre-drilled to accept an optional “shorty” T400
tail-shaft housing. The output shaft accepts an optional industry standard 1350 series slip-yoke for easy
connection to almost any manufacturers drive-shaft (with matching 1350 series yoke. The commutator
end shaft has also been increased in size to 1.125” with a 1/4” key-way. This allows easy coupling of
WarP
™
motors to
TransWarP
™
motors . These motors were designed to be part of the
EMIS
™
System which was also available from NetGain Motors, Inc. You can couple a
WarP
™
motor to a
TransWarP ™
motor of the same size for direct drive applications.
19. Can I direct drive my vehicle using your
TransWarP
™
Motors?
Our motors like to spin 2000-4000 RPMs. Running the motors at very low RPMs will generally draw
significant amperage and not allow the fan to cool the motor. Direct drive works well in racing
applications, however it is not the best choice for a daily street driven vehicle. The generally accepted
rule of thumb is this: Direct drive will require twice the motor and twice the controller of vehicle with a
transmission. This means you would have to use a
WarP 9
™
coupled to a
TransWarP 9
™
in an
application where a single
WarP 9
™
would normally suffice if a transmission was used. Additionally, if
a single Zilla 1K controller could have been used, you will need a Zilla 2K for a direct drive application.
Additionally, you must force cool air into direct drive motors if the normal RPMs of the driven vehicle
are below 2000 RPMs.
20. How do Volts and Amps affect a motors performance?
Volts=RPMs in an almost linear manner. If you double the voltage you will double the RPMs of the
motor. Usually, RPMs increase just slightly more than double as most losses are fixed. You will notice
that the performance graphs for our motors are all at 72 Volts. If you plan on running at 144 volts you
can simply multiply the RPMs by 2. Amps=Torque. Torque will remain constant if the amperage does
not change, regardless of the RPMs. If you look at our 72 Volt graphs and find a ft. lbs. of torque and the
amps required to produce that torque, you can simply double the RPMs if you are planning to run at 144
volts, - the torque will be produced at twice the RPMs if the amperage doesn't change. If you increase the
Amps, the torque will increase, but in a non-linear manner that is difficult to extrapolate. If you increase
the voltage you will basically extend the torque curve of the motor.
21. What voltage and amperage should I run at?
Your budget and performance expectations will normally be the deciding factor, but generally speaking,
for a daily driver vehicle, you should consider a voltage between 120 and 156 volts to the motor
armature. Motors should never see more than 170 volts to the armature (except when prepared for
racing). However, the battery pack voltage should be as high as the controller will allow if using lead-
acid batteries. You should generally have a higher pack voltage (ideally) than the motor voltage due to a
condition referred to as “voltage sag”. When most lead-acid batteries are requested by the controller to
deliver 1000-2000 Amps to the motor, the battery voltage can easily sag to 5-5.5 volts per battery (on 12
Volt batteries). Lead-acid batteries have been known to explode during racing applications from heavy