The VESC (Vedder Electronic Speed Controller) ecosystem has evolved far beyond its electric skateboard origins. Today it powers serious electric motorcycles capable of 100+ km/h and 8 kW+ continuous output. Building a 72V VESC electric motorcycle gives you complete control over power delivery, regen braking, and performance tuning — all without being locked into a proprietary controller ecosystem. This guide walks you through building a high-performance 72V VESC electric motorcycle using open-source VESC technology, from component selection and assembly to VESC Tool tuning and real-world results.
Why 72V? Why VESC?
72V (20S lithium-ion, 84V fully charged) is the sweet spot for a high-performance 72V VESC electric motorcycle. It delivers the voltage needed to push serious power while keeping cells, controllers, and BMS modules manageable and widely available. At this voltage you can reach 100+ km/h top speed and around 100 km of range with a properly sized pack.
The VESC platform brings advantages that proprietary controllers simply cannot match: full FOC sinusoidal motor control, regenerative braking you can tune from a smartphone app, real-time telemetry through VESC Tool, and open access to every performance parameter. The firmware is open source and actively maintained by the VESC Project, with a large community sharing custom build logs. If you want the background on what makes a VESC an open-source FOC motor driver, start there before you spec parts.
Component Selection: Building the Foundation
The Controller: Your Motorcycle's Brain
For a 72V VESC electric motorcycle your controller must safely cover a fully charged 20S pack (84V), not just the 72V nominal. Several ChatRobotic controllers fit, and the right one depends on your target continuous current:
| Controller | Max input | Continuous / peak | Best for |
| VESC-S 90V (21S) 300A | 90V | 300A | Compact 72V commuter / light dirt bike |
| TRONIC 250R 125V (27S) 300A | 125V | 300A | Higher-power 72V–100V builds |
| TRONIC X12 120V (26S) 662A | 120V | 662A peak | Heavy 72V motorcycle, steep climbs |
| Full VESC range 200A–2000A | up to 150V | to 2,376A | Any envelope, including 32S |
A 72V VESC electric motorcycle lives or dies by this choice. 💡 Pro Tip: Always leave thermal headroom. A controller rated for 100A continuous will not safely deliver 100A forever — cooling and airflow decide how long it holds. Match the controller's max input voltage to your fully charged pack, then size continuous current to what the motor actually draws on a long climb, not a bench peak. See battery current vs phase current before you commit numbers, and leave margin against overvoltage damage from a full pack plus regen overshoot. If you are weighing one unit against another, choosing the best VESC controller comes down to voltage window and thermal path, not marketing numbers.
The Motor: The Muscle
For a 72V VESC electric motorcycle the MXUS 3K Turbo is a proven workhorse. In its 3T wind it delivers around 11.89 KV, well suited to 72V operation, and builders regularly pair it with a 200A-class VESC controller for 100+ km/h. The QS138 90H motor is another strong choice, common in VESC-powered dirt bike conversions.
Motor choice is a trade-off: higher KV means higher top speed but less low-end torque. On 27.5-inch wheels one builder found the 3T wind underwhelming at first, then unlocked strong results after proper FOC tuning. Pick KV for your target wheel speed, then confirm your controller's continuous rating covers the current the chassis really pulls.
The Battery: The Heart
A 72V nominal system is a 20S lithium-ion pack (84V max). For serious power consider:
•Samsung 21700 35A cells in an 8p20s layout deliver around 280A capability.
•A 72V 20Ah pack gives roughly 100 km of range.
•A 72V 35Ah pack extends range and raises current delivery.
Always pair the pack with a quality BMS sized for your expected current draw, and use anti-spark connectors (XT90 or AS150) when you make the first connection.
Supporting Hardware
Torque arms are non-negotiable on hub-motor builds — the torque of a 72V system will wreck standard dropouts without reinforcement, so CNC-machined aluminium arms are mandatory. For throttle, a Surron-style twist throttle works well, with a thumb throttle on the opposite side wired to a second ADC for regenerative braking. A 12V buck converter powers lights and accessories.
Step-by-Step Assembly
Phase 1: Planning and Frame Preparation
Start with a suitable donor motorcycle or bicycle frame — one builder converted a Decathlon Rockrider 520 bought for 120 Euros, provided it has disc brakes and front suspension. Design and fabricate torque arms before you mount the motor: 3D-print prototypes, then machine them from aluminium thick enough to take the motor's torque without stripping threads.
Phase 2: Electronics Installation
Mount the VESC controller securely with real cooling. Some units ship with built-in heatsinks; others need lid-mounting with thermal pads and good airflow. Install the battery in a protected, accessible spot, and use anti-spark connectors to avoid damaging arcs. Wire the three phase leads (yellow, blue, green) to the controller outputs, and if you run a sensored motor, connect the hall harness carefully — wire order varies between motor brands.
Phase 3: Wiring and Integration
Connect the throttle to the VESC's ADC input; for regen, wire a second throttle or brake lever to ADC2. Route everything cleanly so nothing touches moving parts or sharp edges, run the 12V buck converter for lights and accessories, and fit a push-button ignition switch.
VESC Tool Configuration
Motor Detection
The first step in VESC Tool is the Setup Motors FOC wizard, which auto-detects resistance, inductance, and flux linkage. The firmware's FOC definitions live in the open-source bldc repository, and the wizard follows the sequence documented on the VESC Project documentation. If detection fails, drop the detection current temporarily. On firmware 6.05+ enable "Short Low-Side FETs on Zero Duty" for stronger standstill braking and set "Speed Tracker Position Source" to "Corrected Position."
Current Limits
Set conservative limits first, then raise them gradually while you watch temperatures. One QS138 builder ran 245A motor amps with a 390A absolute max and 150A battery amps — a good starting bracket for a 72V VESC motorcycle before dyno or hill data tells you otherwise. For the math behind those numbers, see how to calculate VESC current, power and voltage.
Field Weakening
Field weakening pushes top speed past the motor's natural limit by reducing flux at high RPM. Start modest (35A) and creep up — one builder reached 110 kph with 120A of field weakening.
⚠️ Warning: Too much field weakening overdraws current and overheats the motor. Monitor temperatures on every test run.
Regenerative Braking
VESC regen is adjustable from "none" to "strong" in the app, and skilled riders recover 10–25% of energy on hilly routes. Configure it in VESC Tool's App Settings; the same smoothness that makes regen feel natural on e-bikes applies to a motorcycle, where it also extends range. Background on regenerative braking is on Wikipedia.
Performance Results
Real 72V VESC motorcycle builds show what the platform can do:
•100+ km/h with an MXUS 3K Turbo on a 72V 20Ah pack.
•110 kph with a TRONIC 250R-class 100V/250A controller, QS138 motor, and 150A battery current.
•~100 km range from a 72V 20Ah battery.
These numbers come from builders who started modest and pushed their systems through careful tuning — exactly the workflow this guide describes. For more inspiration, see top 10 high-performance VESC builds.
Troubleshooting Common Issues
Motor Won't Spin After Configuration
If the VESC was reset to defaults you must re-tune it to the motor. Re-run the Setup Motors FOC wizard. For the full fault list, see the VESC troubleshooting guide and the real-world fault cases.
Loss of Power After Firmware Update
Firmware updates can change parameter behaviour. Always re-run motor detection after updating, and save your configuration before you flash.
Overheating
If the motor or controller overheats, lower current limits or improve cooling — one builder saw the VESC current-limit on a 35°C day. Ferrofluid in the motor can help. The troubleshooting guide covers thermal limiting in depth.
Hall Sensor Issues
If hall values shift unexpectedly, run "Detect Hall Sensors" from the FOC Hall Sensors tab, or use hall_analyze 50A in the VESC Tool terminal to check sensor function.
Legal and Safety Considerations
Electric motorcycle conversions may need regulatory approval. One builder needed EMC certification (UN ECE-R100 or EN 61000) for road legality, so check local law before you ride. Always:
•Fit appropriate fuses and circuit protection.
•Secure every component against vibration.
•Test thoroughly at low power before any full-throttle run.
•Wear proper safety gear during testing.
Component recommendations reflect 2026 market availability; verify compatibility and local regulations before you build. For help matching a controller to your 72V VESC electric motorcycle, browse the VESC motor controller lineup or see how to choose the best VESC controller.
72V VESC Electric Motorcycle FAQ
Q: Can I build a 72V electric motorcycle with a VESC?
A: Yes. A 72V (20S, 84V max) pack sits comfortably inside controllers like the VESC-S 90V (21S) 300A, and VESC firmware gives you FOC, regen, and full tuning through VESC Tool.
Q: What VESC controller do I need for a 72V build?
A: Size the controller to your fully charged pack (84V) plus headroom, then to continuous current. The VESC-S 90V 300A covers compact 72V commuters; the TRONIC 250R 125V 300A and TRONIC X12 120V 662A cover higher-power motorcycle builds. See the 2026 buyer's guide.
Q: How fast can a 72V VESC motorcycle go?
A: Real builds reach 100+ km/h, with field weakening pushing one QS138 build to 110 kph. Top speed depends on motor KV, wheel size, and how much field weakening you tune in.
Q: Is VESC regenerative braking good for motorcycles?
A: Yes. VESC regen is app-adjustable from none to strong, recovers 10–25% of energy on hills, and feels smooth thanks to FOC — see regen on e-bikes for the underlying behaviour.
Q: Do I need hall sensors on a 72V VESC motorcycle?
A: Recommended for clean low-speed startup and torque, especially on a commuter. VESC also supports sensorless and hybrid modes, so you can switch to sensorless above a set ERPM.
Q: Is a 72V VESC conversion street legal?
A: It depends on your region. Builds may need EMC certification such as UN ECE-R100 or EN 61000 for road use; confirm local regulations before riding.
Q: How do I tune field weakening safely?
A: Start around 35A and increase gradually while monitoring motor and controller temperature. Excessive field weakening overdraws current and overheats the motor.
Sources: ChatRobotic hardware documentation and factory specification sheets (accessed September 2026); firmware and FOC definitions from the open-source bldc repository and the VESC Project; background on field-oriented control and regenerative braking from Wikipedia. Builder performance figures are community-reported and vary with tuning, battery, and gearing.
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