Triumph TE-1 prototype: up-close with one-off performance concept

Not surprisingly, battery development formed a key part of the programme to maximise energy capacity and range in the small confines of a motorcycle package. Williams’ experience in F1 and Formula E, where it had to achieve extremely high levels of both power and energy density as well as reliability, paid dividends in the project. Williams claims that in four seasons its Formula E batteries covered 240,000 miles in the equivalent of 1,000 cars with only two on-track failures. 

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The battery has a capacity of 15kWh, produces 370-volts and while 15kWh may not sound like much, it’s more than 25% of the average electric car battery squeezed into a tiny space. Designing a battery for two-wheels rather than four was a unique challenge for Williams, Sargent continues.

“The shape of the battery has to be such that you can lean the bike to a reasonable angle, so within the battery are eight modules and they are slightly different sizes to fit into the motorcycle, get the centre of gravity in the right place and avoid the battery pack going into the ground plane when the bike is leaned over.”

“We’ve learned a lot about doing simulation work on the performance of EVs and getting that balance between battery size, motor size and performance,” Sargent continues.

“Heat management has been absolutely essential to maintain performance and range. “There are two separate cooling circuits, one for the battery with two individual radiators, two fans and a coolant pump and there’s a separate cooling circuit for the motor and inverter with its own separate radiator.” 

Otherwise, Williams was in familiar territory with the lithium ion battery chemistry which is nickel manganese cobalt (NMC), as used in its Formula E batteries and which is also popular with manufacturers of anything from from power tools to powertrains. The eight modules are made up using Samsung 2170 cylindrical cells, each one resembling an overgrown AA battery. The power pack is a stressed member of the motorcycle structure, the aim being to bring the stiffness of the chassis close to that of the Speed Triple. 

Charging is via a Chademo plug rather than CCS because it doesn’t require having a separate ECU on board the bike. Chademo communicates directly with the battery management system, saving space, complexity and weight for the purpose of the prototype programme. “That isn’t necessarily the system we’ll use on production bikes though,” says Sargent, “and of course, we’ll look at AC charging as well.”

A high performance electric motor-generator revving at up to 17,500 rpm powers the TE-1 driving through a single-speed reduction transmission. The final drive goes through a belt which is quieter and lighter than a chain, but just as robust, says Sargent. “This is the latest technology from Gates which we’ve tested, found to be robust and which wouldn’t need replacing under 60,000 miles. It has a centre-track system which means it self-locates onto the pulley, so it’s super-stable in terms of its location.”