The V-Twin Multi-Fit is a structural adapter that takes the place of the engine and carries the loads the frame expects, plus a modular battery stack you size to the bike. Same mounting system, same electronics family — the difference between a light custom and a loaded touring frame is how many modules you stack.
The adapter and a full 6P stack assembled on the bench, three-quarter view, shop lighting.
On most V-Twin frames the engine is structural — the frame is built around it and relies on it for stiffness. Pull the engine out and the frame is no longer a frame. Our adapter replaces that structure: it picks up the original engine mounts, carries the same loads, and gives the motor, controller and stack a home that was engineered rather than fabricated on the day.
No cutting the frame, no bracketry invented at the bench, no welding on a structural member that then needs assessment.
The adapter takes drive torque and suspension loads through the mounts the factory designed for them.
Stack modules, controller and cooling all mount to the same system. A bigger stack later is a fitment job, not a rebuild.
It bolts in, which means it can come out. The frame you started with is still the frame you own.
Every module is 24 cells in series. Series sets the system voltage, so it stays the same across every build — the same motor, controller and charger family works on all of them. Parallel modules set how much energy the bike carries and how hard it can be pulled: 4, 6 or 8 modules, wired in parallel as one pack.
24 in series fixes the pack voltage, which fixes the electronics. One system voltage across the whole range keeps parts common and service simple.
More modules in parallel means more stored energy and more current available, so a bigger stack is both more range and more power under the throttle.
Spreading the same demand across more cells means less voltage sag under hard pulls, cooler cells, and a pack that ages more slowly.
Start at 4P and add modules when the budget or the riding changes, without touching the adapter, motor or charger.
Three stacks side by side — 4P, 6P and 8P — same module, different heights, on a bench with a scale reference.
Bigger frames carry more weight and are ridden differently, so they ask more of the drive. This is the starting point we work from — confirmed against your actual frame, your riding and the range you want before anything is ordered.
| Configuration | Modules | Energy | Drive power | Frames it suits |
|---|---|---|---|---|
| 24S × 4P | 4 modules | Base energy | 55–90 hp class | Sportster 883 / 1200, lightweight customs |
| 24S × 6P | 6 modules | +50% energy | 90–150 hp class | Dyna, Softail, mid-weight customs |
| 24S × 8P | 8 modules | Double base energy | 150–200+ hp class | Touring frames, heavy customs, two-up |
Energy is shown relative to the 4P base because the exact figure depends on the cells in that build. Your build sheet carries the measured numbers.
Lighter frame, shorter typical rides, often a solo bike. 4P is usually the right balance of weight, cost and punch — and it leaves room to grow.
More weight to move and more highway in the mix. 6P holds speed without leaning on the pack, which keeps cells cooler and life longer.
Heavy, often two-up, often loaded. 8P gives the range and the current headroom that kind of riding actually needs.
Tell us the weight, the wheelbase and how you ride it. We size the stack to the bike rather than to a category.
Available drive power runs from a mild 55 hp to more than 200 at the drive shaft. What you can use continuously — rather than in a single pull — depends on how the stack and the cooling are specified together.
Simplest and lightest. Well matched to 4P builds and street riding.
For sustained power: holds motor and controller temperature where you want it on long pulls and hot days.
Pack-side cooling for the hardest-working builds, where cell temperature is the limit rather than the motor.
Add the DBB and watch every cell and thermistor while you ride — the fastest way to know whether the spec is right.
Liquid cooling plumbing routed on an installed system, close three-quarter.
Model, year, and whether the engine is out. Photographs of both sides and the engine mounts tell us most of what we need.
City, highway, two-up, rallies, track. A bike that sees 70 mph for an hour is a different spec from one that sees town traffic.
An honest number beats an optimistic one. We would rather size it right than sell you a stack you do not need.
Us in Detroit, a builder in our network, or you with our team's support.
