Motorcycle specifications TriumphTE-1 prototype 2022 Genesis of e-speed

Electric motorcycle projects are swarming all over the place. But there's still an Everest to climb before they can compete with gas-guzzlers. Few major manufacturers offer anything concrete and competitive. Harley with its Livewire... and what else?!?
Triumph is working hard to come up with a solution. In the guise of a streetfighter that's, on the face of it, very seasoned.

The English brand is preparing its next electric roadster in the form of a highly advanced prototype, christened TE-1. The machine bears a strong resemblance to the Speed Triple RS, with virtually the same chassis. Power output is also similar, at almost 180 hp. But its electron motorization delivers torque in a very different way.

When will it hit the road? That's still unclear. A few figures, however, give an idea of Triumph's objectives. The bike is said to offer a range of 161 km, to be able to recharge 80% of its battery in 20 minutes(what does Mr Triumph say about the remaining 20%?) and to offer 11.1 mkg of torque. A value worthy of a big 1000, with the difference that its maxi is available all the time, at all engine speeds.

Triumph has injected a similar mapping to that of the petrol roadster. The latter retains a major advantage, weighing in at 198 kilos ready to go, while the electric is at 220 kilos. That said, the gap between the two types of energy is narrowing year by year.

a number of different players are involved in this motorcycle. Some are very well known, for brakes and suspension; others are from a different genre, from another world, indispensable for areas that combustion motorcycles don't bother with.

- Triumph : the final chassis, including frame, rear loop, cockpit, sidewalls and wheels; the final drive system, including Gates Carbon transmission and belt drive; electronics; Öhlins inverted fork; a prototype Öhlins single rear suspension unit; Brembo M50 monobloc calipers; and Triumph control software.

- Williams Advanced Engineering : the final version of the WAE battery pack prototype, which incorporates a dedicated cell block optimizing the center of gravity, a vehicle control unit, a DC-DC converter, an integrated cooling system, a charging port and stylish carbon covers.

- Integral Powertrain : the final powertrain prototype, featuring a scalable integrated inverter and combined motor with silicon carbide commutation technology and integrated cooling system. The whole unit weighs 15 kilos.

- WMG, University of Warwick: completion of the final simulation of the pre-real-life tests, with all results indicating that the project should deliver the expected performance and durability.

This phase led to key successes, including test results exceeding the levels and targets set by the UK Automotive Council for 2025, with a very promising platform for the future performance of electric motorcycles. The overall aim of the TE-1 project is to drive forward the performance of electric motorcycles, to inform Triumph's future electric offering, stimulating innovation and capability and opening up new intellectual property rights, as well as enhancing the credibility and reputation of British industry and design.

Triumph's TE-1 team began one of the major phases of development by building an initial motorcycle that brought together the battery, inverter, motor and chassis on a single machine for the first time. From this platform, all the project partners worked together to optimize the software integration of all these complex systems. Hundreds of hours of extensive testing ensured that all functionalities and software aspects functioned precisely and intuitively, in line with customer expectations. Real-life simulations carried out at WMG validated this, including extensive powertrain dyno testing and simulations to assess safety elements critical to engine operation and vehicle control. Longevity tests were also carried out on the primary transmission to ensure a full understanding of the fundamental differences in the application of electric motor load for vehicle use cases and efficiency, as well as the consequences for gear life. In parallel with this work, the custom chassis design, led by Triumph, focused on respecting as closely as possible the aesthetic intentions developed during phase 2.

In addition to supporting several hardware and software solutions, in particular the integration of Triumph's control software and WAE's battery management and controller system, the team improved the integration of mechanical and electrical solutions, optimizing the battery layout to balance mass and positioning within the chassis.

dyrr Ardash, Director Strategic Partnerships, Williams Advanced Engineering: "In creating the battery from scratch, we made no concessions to its design and were able to push the boundaries of current technologies to deliver performance and, most importantly, range. "

"We are very pleased to be involved in this project and to deliver what we set out to do: an ultra-integrated, scalable motor and inverter, with no separate phase cables, busbars or cooling circuits. In the TE-1 project, the motor achieved peak and continuous power densities of 13 kW/kg and 9 kW/kg respectively, 60% higher than APC Technology's new 2025 targets. These results were made possible by the use of materials and processes compatible with mass automotive production, and an engine platform that is scalable in length.

"The inverter concept, which is also scalable by modulating the number of silicon carbide power steps for different motor diameters, is really powerful. The TE-1 unit can generate over 500 kW, enabling us to optimize this platform for production."

the future?

Now that Triumph has developed this proto, what about the marketing phase? Not planned. Not like this, anyway. The TE-1 is a laboratory whose spin-offs will benefit Triumph's next electric models. Will the offspring be close, or something else? This prototype opens up a new road, without trying to follow it.

Credits and images: Triumph