Sorry for the wall of text, well small motors don't make much torque, so their power comes from rpm, which means possibly additional gear reduction stages (which takes up space) and you need a good amount of space for an affordable battery that can support, say 100 hp, for repeated bursts, plus you need more cells to get the voltage up to support more current at higher rpms, even if the cells have the current capability.
I don't know what this motor is capable of, or what it is being designed for here, but "Complete Electric Car Conversion Kit/Highway Capable" sounds like a stretch, with no data to support those claims.
I know if I had dyno'd it I would sure as hell would share a graph with motor voltage/current, battery current/voltage, shaft torque/rpm and case temp, both continuous and peak, at different voltages, not just make promises.
Wouldn't you? I don't think they tested it properly, or even got their story straight.
i.e. lets assume your battery has whatever voltage it needs to supply 550 amps (82nm) at 6000 rpm to the motor, that adds up to 70hp. 82nm (60 ftlbs) is weaksauce though without significant gearing, "ok" for a motorcycle with a 5:1 ratio (300 pounds of thrust, 85mph peak).
So the kelly is 96v @ 600 amps, but the motor is only 550 peak, so at best it is 70hp. Plus the motor is listed as 50kw @120v so there is an "impedance mismatch", it might do 100hp at 144v&550a for all we know (does curtis do a PM controller for 144v/550a, or only induction?)
Pessoa, can you spin the motor at, say 1000 rpm (or a known rpm) and report the ac phase to phase voltage and rpm (no electrical load)? Also can you measure phase to phase resistance, and inductance if possible?