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What you are describing is a series hybrid.

Yes, that will work if you control it properly (which is more complex than you seem to think), but it is not very efficient because all of the energy needs to be converted from mechanical to electricity (in the generator) and back to mechanical (in the motor), and going through controllers as well, and every stage loses energy to inefficiency. That's why very few cars are built as series hybrids.
 

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I'm liking the Curtis 1238 series of motors and controllers, (specifically the 1238-7601) and would be open to recommendations on batteries and other motors.
There are no Curtis motors. What you're seeing somewhere would be a Curtis controller (1238-7601) and some motor that the seller is packaging with it, probably an induction motor from HPEVS such as their AC-20.

That's not much power for what is likely a heavy car.
 

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I'm thinking that (30) 180 Ah batteries and a 400 amp generator would be a good pair. Am I in the right ballpark?
I assume that you mean 30 cells, all connected in series. These would likely be LiFePO4 (LFP) cells, since that's what individual cells people were buying (and some still do) for conversions; that would mean 96 V nominal and 180 Ah battery capacity. Charging at just over 2C (twice the current required to fully charge or discharge in one hour) might be a bit fast for these cells, but some of the generator output would be going to the motor so not all would be charging the battery.

That's about 40 kW of generator output, which is comfortably more than the average sustained consumption of the vehicle in any driving situation, and there is more than enough energy storage (17 kWh) to meet short-term higher power demands. Either you're lucky :), or you understand the power requirements for this configuration.
 
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