Not every motorcycle is a great candidate for electric conversion. Some have the perfect frame geometry to house a large battery pack. Others barely fit a small one. Some will have their parts available in every Gujranwala kiryana market in 2035. Others are already becoming expensive to maintain in their petrol form.
At MZEV, we've converted over 1200 bikes in our Gujranwala workshop since 2018 — across at least a dozen different models. We've learned, sometimes the hard way, which platforms make the conversion engineer's job easy and which ones fight you every step of the way. This is our definitive ranking of the five most popular conversion candidates in Pakistan, based on real workshop experience rather than YouTube speculation.
Each bike was evaluated on five criteria: frame space for the battery pack, base weight and balance after conversion, ease of motor fitment, local parts availability for ongoing maintenance, and the quality of the final conversion result — range, ride feel, and reliability. We've completed conversions on all five models listed here.
Before we break down each bike in detail, here's the quick overview. All five motorcycles below are viable conversion candidates — but they're not equal. The differences in frame design, weight distribution, and parts ecosystems create meaningful gaps in the final conversion quality you can achieve.
The Honda CG125 is Pakistan's most popular motorcycle — and for electric conversion, that popularity is justified all over again. The semi-spine frame design creates a generous cavity between the steering head and the swingarm pivot, which is exactly where the battery pack lives after conversion. A properly designed 72V/40Ah LiFePO4 pack fits this space with room to spare, giving you 100–120 km of real-world range without any structural modifications to the frame.
The CG125's kerb weight of roughly 105 kg means that after removing the petrol engine, fuel tank, exhaust system, and carburettor — and fitting the electric drivetrain — you end up close to the original weight. The weight distribution actually improves in many cases, as the heavy battery sits lower and more centrally than a top-mounted engine. This translates directly to better handling and stability on Gujranwala's potholed roads.
Then there's the parts ecosystem. CG125 components are available in every motorbike market in the country. Bearings, brake cables, brake pads, tyres, chains — all are cheap, standardised, and stocked everywhere. This matters enormously for the non-electric parts of the bike that still wear out: brakes, rubber, and chassis consumables. A converted CG125 owner in Multan or Peshawar can source any mechanical component without difficulty, years after their conversion.
The hub motor integration on a CG125 is also straightforward. The rear wheel lacing pattern accommodates our motor assemblies cleanly. The controller fits in the standard location without fabrication work. This translates to lower conversion labour cost and — critically — consistent results build after build.
The Yamaha YBR125 is a genuinely well-engineered motorcycle, and it converts well — but it requires more careful planning than the CG125. The diamond frame design has slightly less usable volume in the battery bay, and the frame tubes are placed in positions that require a more precisely shaped battery pack to achieve good fitment without vibration or stress points.
When done correctly, a YBR125 conversion produces a bike that feels noticeably sportier than a converted CG125. The lower-slung frame and better geometry at higher speeds makes it a favourite among riders who want to use their conversion bike for longer weekend trips, not just city commuting. We typically achieve 95–115 km on a 72V/40Ah LiFePO4 pack in this platform, slightly lower than the CG125 due to the slightly tighter pack configuration we have to use.
One consideration: the YBR125 has a somewhat smaller parts network than the CG. In smaller cities and rural areas, some YBR-specific components need to be ordered from Lahore or Karachi. This isn't a dealbreaker, but it's worth knowing before you commit.
Pakistan's most affordable and widely owned motorcycle also makes for an excellent city conversion — with one significant caveat. The CD70's small step-through frame simply cannot accommodate the same battery pack size as a CG125. Our standard CD70 conversion uses a 60V/30Ah or 72V/20Ah LiFePO4 pack, giving a real-world range of 55–80 km. For riders commuting within a single city, this is more than adequate.
Where the CD70 conversion genuinely excels is its final weight. After conversion, a CD70 comes in at roughly 70–75 kg — significantly lighter than any other converted bike in this list. In the narrow lanes and congested bazaars of urban Pakistan — Anarkali, Raja Bazaar, Jodia Bazaar — that lightness translates to real usability advantages. Manoeuvring, parking, and carrying the bike up a step are all easier.
The CD70 is also our cheapest conversion package, making it accessible to a broader range of riders. If you're currently spending PKR 8,000–12,000 per month on petrol for daily city commuting on a 70cc bike, the conversion payback period is often under two years.
The Suzuki GS150 is a heavier, more robust motorcycle and its double-cradle frame provides excellent space for a battery pack. This is one of the better platforms if you want a larger battery — we've successfully fitted 72V/50Ah configurations in this frame, giving a range of up to 130 km on a charge. For riders who regularly ride longer intercity routes (think Gujranwala to Lahore to Gujranwala in a day), the GS150 conversion is worth the premium.
The challenge is that the GS150 starts heavy and stays heavy. At ~131 kg kerb weight before conversion, and after fitting the electric drivetrain, the final weight is around 140–150 kg. This is manageable but it means the bike doesn't have the nimble feel of a converted CG125 or CD70. Brakes need to be in excellent condition — the stock GS150 brakes are adequate but we often recommend upgrading the front brake as part of the conversion on heavier builds.
The GS150 also benefits from having a physically stronger frame to handle the torque of a higher-powered hub motor. We can fit a 3000W motor in this platform without the frame concerns that come up with lighter bikes. If you want a converted bike that can carry a pillion and luggage on the motorway service road, this is your platform.
The Honda CB150F sits at the premium end of the common Pakistani motorcycle market and its conversion is both the most rewarding and the most demanding. The sports-oriented frame has complex routing around the airbox and swingarm area, requiring more fabrication work than the CG125 or CD70. Battery fitment requires a custom-shaped pack to work within the fairing envelope, which pushes up both cost and build time.
The payoff is the best ride quality of any converted bike in this list. The CB150F's suspension and braking hardware is superior to the CG125 and CD70 platforms. When an experienced conversion engineer gets the weight distribution right on a CB150F build, the result feels like it was designed to be electric — smooth, responsive, and with a low centre of gravity that makes it genuinely fun to ride at speed. We've had CB150F conversion owners tell us their converted bike handles better than their petrol-spec one did.
We'd recommend the CB150F conversion for riders who already own the bike and want to keep it, or for riders willing to invest in a premium commuter that will turn heads. It's not the most cost-efficient platform — a new CG125 plus a CG125 conversion package costs less than a CB150F conversion alone — but the ride quality justifies it for the right owner.
| Factor | CG125 | YBR125 | CD70 | GS150 | CB150F |
|---|---|---|---|---|---|
| Frame Space | Excellent | Good | Moderate | Very Good | Moderate |
| Max Battery (LiFePO4) | 72V / 40Ah | 72V / 32Ah | 72V / 20Ah | 72V / 50Ah | 72V / 28Ah |
| Typical Range | 100–120 km | 95–115 km | 55–80 km | 110–130 km | 80–105 km |
| Conversion Ease | Easy | Moderate | Easy | Moderate | Complex |
| Approx. Conversion Cost | 140–220K | 150–230K | 110–170K | 160–240K | 180–270K |
| Parts in Local Market | Everywhere | Good | Excellent | Good | Moderate |
| Post-Conversion Weight | ~105 kg | ~110 kg | ~73 kg | ~145 kg | ~120 kg |
| Ride Quality | Very Good | Very Good | Good | Good | Excellent |
| Best For | Everyone | Commute + Weekend | City Only | Mixed / Pillion | Enthusiasts |
| MZEV Builds Completed | 600+ | 200+ | 180+ | 130+ | 80+ |
Rather than a single number, we score each bike across five weighted criteria. This gives a more honest picture of where each platform excels and where it falls short:
The honest answer is: for most Pakistani riders, the Honda CG125 is the right choice. It's not because the other platforms are bad — it's because the CG125 hits every criterion simultaneously in a way that no other motorcycle does. Maximum battery space. Easiest conversion. Cheapest parts. Widest workshop support. Best value outcome. If you have a CG125 and are reading this, you're already holding the ideal conversion base.
But the other four bikes are genuinely viable for riders with specific needs:
We've also completed conversions on the Yamaha YBZ125, Honda Pridor, and a handful of Chinese brands. Contact us on WhatsApp with your bike's model and year — we'll give you an honest assessment of whether it's a viable conversion candidate before you commit to anything.
Pakistan's roads demand a different kind of conversion than European ones. In Europe, a converted bike might only encounter smooth tarmac, mild temperatures, and light dust. A bike running converted in Lahore's May heat, bumping over construction-broken roads in Faisalabad, or navigating the canal road flood of a Gujranwala monsoon downpour needs a fundamentally more robust build.
This is one reason the CG125 excels here — its frame is overbuilt relative to what it needs to do. The heavy steel tubes shrug off vibration and impact loads that would stress a lighter, more optimised European frame. Converting a sturdier frame gives the battery pack mounts, motor bracket, and controller housing less vibrational stress over years of hard Pakistani road use.
With load shedding still a reality in many parts of Pakistan — sometimes 8–12 hours daily in smaller cities — your converted bike needs to charge whenever power is available, not on a fixed schedule. All five bikes in this list, when fitted with our standard LiFePO4 battery and controller setup, support partial charging without penalty to battery life. You charge when the bijli comes. That's it. No babysitting required.
We are in Gujranwala. Our customers ride these bikes in Lahore, Karachi, Peshawar, Quetta, and everywhere in between. A conversion bike is only as good as it is maintainable in the field. The non-electric components — brakes, suspension, tyres, bearings, chains — must be serviceable by any local mechanic who has never seen an electric bike before. The CG125 wins this criteria by a margin so large it's almost unfair. Every mechanic in Pakistan knows this platform. The CD70 is a close second. The CB150F is the most constrained.
After 1200+ builds across all five platforms, our workshop recommendation is clear: the Honda CG125 is the gold standard for electric conversion in Pakistan. It converts cleanly, performs excellently, and remains maintainable for years after the build. The other four platforms are all viable, and each has a specific use case where it outshines the CG — but if you're asking us which bike to build, it's the CG125 nine times out of ten.
The most important thing to understand is that any of these five bikes, done right, will transform your relationship with daily transportation. PKR 1.5–2.5 per kilometre versus PKR 12–18 per kilometre on petrol. No engine oil changes. No carburetor cleaning. No surprise breakdowns from fuel system issues. Refuelled from your home socket every night, like your phone.
We've been building these conversions in Gujranwala since 2018. If you already own one of the five bikes listed here, contact us on WhatsApp and we'll give you a specific quote for your bike, your city, and your usage pattern — usually within a few hours.
MZEV has converted all 5 bikes on this list. Get a quote specific to your motorcycle in minutes.