That's right folks! SR has launched a new electric motor super car.

We are all aware that the prices of fuel are rising and for that reason there is a high demand for alternative fuel sources. SR is offering an alternative with the electric motor super car. Presenting the SR concept electric motor sports car the 2008 Tesla replica. We have the carbon copy replica version of the new Tesla.

100% electric

0 to 60 mph in 3.9 seconds

13,000 rpm equivalents

220 miles per charge

Less than 2 cents per mile.

SR offers the new innovative electric motor for any of our SR cars. Now you can own your dream car whether it is a Veyron BG or Lambo Reventon with the new electric motor.

How It Works

When SR builds a car that's electric, we start with one built-in advantage: Electric cars just don't have to be as complex mechanically as the car you're probably driving now. Sophisticated electronics and software take the place of the pounds and pounds of machinery required to introduce a spark and ignite the fuel that powers an internal combustion engine.

For example, the typical four-cylinder engine of a conventional car comprises over a hundred moving parts. By comparison, the motor of the Tesla Roadster has just one: the rotor. So there's less weight to drive around and fewer parts that could break or wear down over time.

But the comparison doesn't end with the counting of moving parts. The engine and transmission of a conventional car also need lubricating oils, filters, coolant, clutches, spark plugs and wires, a PCV valve, oxygen sensors, a timing belt, a fan belt, a water pump and hoses, a catalytic converter, and a muffler ― all items requiring service, and all items that aren't needed in an electric car.

The Tesla Roadster's elegantly designed powertrain consists of just the four main components discussed below. Mind you, these aren't "off-the-shelf" components, and each includes innovations, both small and large. But when you build a car from the ground up, you have the luxury of questioning every assumption ― and to distill as you reinvent.

The Energy Storage System (ESS)

When we set out to build a high-performance electric car, the biggest challenge was obvious from the start: the battery. Its complexities are clear: it's heavy, expensive, and offers limited power and range. Yet it has one quality that eclipses these disadvantages and motivated us to keep working tirelessly: it's clean.

The Tesla Roadster's battery pack ― the car's "fuel tank" ― represents the biggest innovation in the Tesla Roadster and is one of the largest and most advanced battery packs in the world. We've combined basic proven lithium ion battery technology with our own unique battery pack design to provide multiple layers of safety. It's light, durable, recyclable, and it is capable of delivering enough power to accelerate the Tesla Roadster from 0 to 60 mph in under 4 seconds. Meanwhile, the battery stores enough energy for the vehicle to travel about 220 miles without recharging, something no other production electric vehicle in history can claim

Motor:

Some people find it hard to imagine our car's Lambo-beating acceleration comes from a motor about the size of a watermelon. And while most car engines have to be moved with winches or forklifts, ours weighs about 115 pounds ― a strong person could carry it around in a backpack (although we don't recommend it). Compare that to the mass of machinery under the hood of $300,000 supercars that still can't accelerate as quickly as the Tesla Roadster.

But more important than the motor's size or weight is its efficency. Without proper efficiency, a motor will convert electrical energy into heat instead of rotational energy. So we designed our motor to have efficiencies of 85 to 95 percent; this way the precious stored energy of the battery pack ends up propelling you down the road instead of just heating up the trunk.

Transmission: Our transmission couples the fuel efficiency of a manual with the driving ease of an automatic. The Tesla Roadster has only two forward gears, allowing you to fine-tune your driving experience (but either gear will work for most driving scenarios). Unlike a manual transmission, the car will not stall if you have it in the wrong gear. There's also no clutch pedal. Just move the lever and the electronic control module takes care of the shift, so you can launch from a full stop to freeway speed without taking your focus off the road, your foot off the accelerator, or your hands off the wheel.

Power Electronics Module (PEM)

 

Most of the subsystems in the Tesla Roadster are completely electronic and under direct software control. But unlike all other cars, these systems are not a hodge-podge of independent systems ― instead, they are designed as an integrated system, the way complex network and computer systems are designed today.

 

You'll see the hub of this network every time you pop the trunk ― the Power Electronics Module. When you shift gears or accelerate in the Tesla Roadster, the PEM translates your commands into precisely timed voltages, telling the motor to respond with the proper speed and direction of rotation. The PEM also controls motor torque, charging, and regenerative braking, and it monitors things like the voltage delivered by the ESS, the speed of rotation of the motor, and the temperatures of the motor and power electronics.

The PEM controls over 200 kW of electrical power during peak acceleration ― enough power to illuminate 2,000 incandescent light bulbs.

 

SR offers different electric engine versions

You can choose from the MR2 donor car chassis or a tube chassis.

There are different types of electric engines available.

The prices range from the economical electrical engine version of US$24000 in a MR2 donor car chassis with the replica fibreglass super car kit of your choice or to the high performance Tesla motor version for US$29000 installed in a tube chassis or MR2 donor car with the fibreglass super car body kit of your choice.

The 50-kW controller takes in 300 volts DC and produces
240 volts AC, three-phase. A battery tray was installed in the floor of the car.

The 12-volt lead-acid batteries are used in the battery tray to create 300 volts DC. Electric motors are installed to replace the power operated parts of the gas engine such as the water pump, power steering pump and air conditioner.

Also a vacuum pump is added for the power brakes.

A charger is added so that the batteries can be recharged. There are two charging systems -- one from a normal 120-volt or 240-volt wall outlet, and the other from a magna-charge inductive charging paddle.

The Magna-Charge System

The Magna-Charge system consists of two parts:

A charging station mounted to the wall of your house

A charging system in the trunk of the car

The charging system sends electricity to the car using this inductive paddle

 

The paddle acts as one half of a transformer. The other half is inside the car, positioned around the slot behind the license plate. When you insert the paddle, it forms a complete transformer with the slot, and power transfers to the car.

One advantage of the inductive system is that there are no exposed electrical contacts. You can touch the paddle or drop the paddle into a puddle of water and there is no hazard. The other advantage is the ability to pump a significant amount of current into the car very quickly because the charging station is hard-wired to a dedicated 240-volt circuit.

The competing high-power charge connector is generally referred to as the "Avcon plug" and it is used by Ford and others. It features copper-to-copper contacts instead of the inductive paddle, and has an elaborate mechanical interconnect that keeps the contacts covered until the connector is mated with the receptacle on the vehicle. Pairing this connector with GFCI protection makes it safe in any kind of weather.

MR2 donor chassis with the electric engine

 

Specifications of Toyota MR2: Chassis -  Toyota MR2 Top Speed - 100+mph 18.177 sec. 1/4 mile at 69mph (80% DOD) Motor - Advanced DC 8", XP-1227A Modified for high voltage by Al Simpler Controller - DCP T-Rex 1000, 336V max, 1000 Motor Amps peak. Battery - 12V Hawker accessory battery with DCP DC/DC 180V, 15 x 12-volt MK UPS ES92-12 batts.

The former engine compartment now holds an 8" Advanced DC experimental high-torque XP-1227A motor (no longer produced), DCP T-Rex 1000 motor amp max controller, DCP DC/DC converter, 6 Optima Yellow-Tops, main contactors and 12V high current Hawker auxilliary battery. The inductive throttle sensor is in the upper right on a bracket with the purple controller near it to the right of 4 batteries. The positive end of the pack is on the plate at the left with a 400amp main fuse, a 35amp fuse feeding the auxilliary block for charging, DC/DC converter and charge port. The purple DCP DC/DC converter near it feeds the 12volt battery from the high voltage pack, a solid state version of an alternator in an Internal combustion engine vehicle.

 

The paddle fits into a slot hidden behind the license plate of the car.

 A closer view of the negative contactor mounted under the controller. The white cables are 3/0 size feeding the motor.

 5 batteries are in a rack which is raised into the center tunnel which used to contain the gas tank.