Power
The original 48V 15.6Ah battery is joined by an additional 48V 35Ah pack for longer, more confident rides, increasing range from 30 to 100 miles.
PROJECT T2 / URBAN E-BIKE BUILD
Urlife T2
A practical electrical upgrade project built around more range, safer riding, cleaner control, clearer navigation and stronger everyday security.
BUILT FOR THE REAL WORLD
One bike. Four priorities.
The T2 is evolving through focused upgrades that make every ride safer, simpler and more capable.
TWO THOUSAND MILES
A custom build, proven on the road.
Since November 2025, this T2 has grown from a standard 250W fat-tyre e-bike into a long-range urban cruiser. Through distance, weather, vibration and daily use, its frame, rear-hub motor, controller and core electrical system have remained dependable.
2.5 kWhmiles ridden1,000Ah combined capacity2,500miles before tyre upgrade
Control
A dedicated 5V converter feeds the CarPlay unit, supporting tyre-pressure monitoring, front and rear camera recording, navigation and music, while the 12V system feeds the main headlight and horn, keeping the main 48V system clean.
Security
Good parking habits, locks, vibration alarm and layered visible and concealed trackers work together.
Refinement
The rear brake is being adjusted for more even contact with the disc, better pad life and stopping power.
RANGE / ELECTRICAL
More energy, intelligently managed.
The T2’s electrical upgrade connects range, safety, control and convenience without compromising serviceability. The twin-battery system delivers roughly 50Ah of capacity, while fused, soldered and heat-shrink protected wiring keeps every auxiliary circuit tidy and dependable.
- Original 48V 15.6Ah battery
- Additional 48V 35Ah battery
- Custom removable test harnesses
NAVIGATION / EVIDENCE
Keep your focus on the road.
The CarPlay unit is supplied by a dedicated 48V-to-5V DC converter, giving it stable power directly from the main battery system. Mounted within clear view and easy reach, its weather-resistant touchscreen brings wireless Apple CarPlay and Android Auto, navigation, music, calls and hands-free control to the handlebars—without relying on a phone mount.
Integrated front and rear cameras record rides continuously to a 128GB high-endurance memory card. The DVR provides a useful record of each journey and valuable evidence if an incident occurs.
LAYERED SECURITY
Visible deterrence. Quiet backup.
Security begins before parking, with sensible routines and visible locations. It is reinforced by robust locks, an audible vibration alarm and multiple concealed tracking devices.
BEHAVIOURPHYSICALALARMTRACKING
PROJECT T2 / UPGRADE REGISTER
A modular electrical build.
The guiding principle is simple: add capability without permanently compromising the original bike. Separate 48V, 12V and 5V systems, fused circuits and removable harnesses make the T2 more capable while keeping each upgrade serviceable.
50.6Ah dual battery
The original 48V 15.6Ah lower-frame pack is now joined by a 48V 35Ah top-frame battery, protected inside a tank bag for a cleaner, stealthier long-range build.
CarPlay & DVR
A dedicated 48V-to-5V converter powers wireless CarPlay and Android Auto, while front and rear cameras continuously record to a 128GB high-endurance card.
12V motorcycle setup
Dedicated converted supply for the halo headlight, high and low beams, relay-operated dual horns and auxiliary lighting.
Removable limiter
Custom throttle and pedal-assist test harnesses support switchable speed-limiter development using waterproof connectors for easy reversal.
Multi-layer protection
Tile, Novoo and Knog trackers, a wireless vibration alarm, plus a planned ESP32 security controller.
Still evolving
Arduino PAS limiting, NFC rider profiles, indicator and brake-light upgrades, USB-C power and smart monitoring remain on the roadmap.
5V ACCESSORY CONCEPT
LED flasher for the security system.
A small flasher circuit can add a visible “armed” cue to the existing regulated 5V accessory rail. The design remains modular, fused and easy to remove with the rest of the Project T2 electrical architecture.
Self-flashing LED
The simplest approach: a self-flashing LED and a series resistor. Ideal for a low-complexity, always-visible alarm indicator.
555 timer flasher
A dedicated timer circuit offers a stable, tuneable flash rate for a more deliberate alarm-style pulse.
ESP32 controller
A future smart option for programmed patterns, vibration events, notifications and broader security integration.
5V positive→220Ω resistor→LED→Ground
The resistor is normally placed in series on the positive lead. All additions should be correctly fused, insulated and secured against vibration and moisture.
COMMISSIONED / 12V HORN SYSTEM
The horn is live.
The original 48V horn button now triggers a matched 48V relay coil, while the horn itself runs from the dedicated fused 12V converter supply. This keeps the main controller away from the horn’s higher current demand.
48V horn button→48V relay coil→Fused 12V supply→Motorcycle horn
Verified
The relay clicks cleanly, switched 12V is present at the horn side, and the final horn installation is operating as intended.
After-ride checks
Monitor the relay and converter for excessive heat, confirm the fuse remains sound, and keep joints protected from water ingress.
Clean installation
The horn’s negative return stays on the converter negative rather than relying on the bike frame as an electrical ground.
COMMISSIONED / 12V HEADLIGHT
Motorcycle lighting, properly integrated.
The factory lighting was replaced with a round 12V, 15W motorcycle-style LED headlight. It needs a regulated supply, so it runs from the dedicated 48V-to-12V converter rather than from the e-bike’s original 48V lighting circuit.
48V battery system→12V converter→Inline fuse→Handlebar switch→LED headlight
White halo + low beam
A calm, clear riding mode for normal road use.
Off
Centre-off control keeps the system deliberately simple.
Amber halo + high beam
A more assertive mode for increased forward visibility.
The finished loom uses soldered joints, heat-shrink protection, weather-conscious routing and a fused supply. The headlight, switch and wiring were checked under sustained use before the installation was considered complete.
THE ENGINEERING STORY
Every upgrade earns its place.
Range without the anxiety
The original 48V 15.6Ah battery remains in the lower drop frame. The larger 48V 35Ah addition sits securely on the top frame inside a tank bag, which protects it from knocks and weather while making the bike’s long-range capability less obvious at a glance. Together the two packs provide 50.6Ah of nominal capacity — about 2.4kWh — with a dedicated dual-battery balancer managing how they serve the controller rather than allowing the packs to discharge into one another.
Accessories on their own rails
Rather than treating every new device as another standalone rechargeable gadget, the build uses regulated 48V-to-12V and 48V-to-5V converters. The 12V side supports the headlight, horn and lighting accessories; the 5V side supports CarPlay, DVR, alarm and future electronics. Every loom is designed around fusing, correct polarity, heat-shrink insulation, waterproof routing and enough slack for steering movement.
A cockpit built for use
The motorcycle-style CarPlay display provides navigation, music, calls and camera recording without relying on a phone mount. A high-endurance card handles continuous loop recording from the front and rear cameras. The lighting uses a round LED headlight with low beam, high beam, white halo and amber halo modes, while a multifunction switch keeps horn, lighting and indicators from becoming a clutter of separate handlebar controls.
Designed to be serviceable
Custom throttle, horn and accessory looms use removable waterproof connectors so that changes can be tested, repaired or reversed without permanently modifying the bike. The throttle limiter is switchable between standard use and a low-speed walk mode. That same modular approach leaves room for the next phase: PAS control development, ESP32-based tamper detection, ride logging, programmable lighting and smarter security behaviour.
WORKSHOP JOURNAL / BRAKE UPDATE
Brake alignment trial
The brake pads have required replacement roughly every 100-plus miles because the caliper and pads sit too high on the disc rotor. A narrow part of each pad is left unsupported; as the contacting surface wears, this unused section develops a ridge that eventually prevents the pads closing properly onto the rotor.
01 / PAD SITS HIGH02 / RIDGE DEVELOPS03 / BRAKING BITE FALLS
The rear brake is now being trialled with a spacer washer removed, lowering the caliper and bringing more of each pad into contact with the rotor. The aim is better braking, more even pad wear and a longer service life.
The key lesson: inspect the complete pad-to-rotor contact area, not just the amount of friction material remaining.
2000-MILE FINDINGS
What the road has taught me.
Strong foundation
The main frame has remained sound under the extra equipment and battery weight. The steering stem needed adjustment and an additional collar, after which the front end felt more secure.
Better road manners
Road-biased 20 x 4 tyres replaced the originals at roughly 1,000 miles, giving a more planted and predictable feel on tarmac and uneven urban roads.
One issue still under watch
A very brief power interruption can occur over sharp bumps. The current focus is on brake motor-cut-off switches, connector security and handlebar wiring movement.
Integrated, not improvised
The regulated 12V and 5V systems power lighting, horn, alarm, CarPlay and DVR through fused, insulated, vibration-resistant circuits.