Photo Courtesy Amarok
The Amarok comes to the TTXGP 2011 paddock with a fine pedigree- designed by veteran motorcycle designer Michael Uhlarik, whose work has touched many top brands. Uhlarik and his partner/fabricator Kevin O’Neil drew their inspiration from aircraft, designing the P1 to be a “stressed-skin aluminum monocoque motorcycle built around the batteries.” What I love about this is that it’s yet another example of how this series, TTXGP, has inspired yet another new way of creating a high-performance electric motorcycle. The more brains we have working toward this goal, the sooner I’ll be able scare myself as much on an e-bike as I do on my 180hp gas bike.
This photo of a Mavizen shows the more traditional motor placement. Most TTXGP teams have opted for as much direct air-cooling as possible, even the eCRP with their in-house wind tunnel. So it will be interesting to see how the Amarok fares under race conditions.
Photo Courtesy Mavizen
How to Compare Agnis to Agnis
Unlike most TTXGP competitors, Uhlarik has designed the Amarok P1 from scratch. Thus, he has been able to whittle it down to 325lbs. For perspective, that’s 5lbs lighter than a 4-cylinder MotoGP bike, but with about 125 fewer ponies. Uhlarik’s goal is to get the bike down to 275lbs, which will give it power/weight parity with a 250cc 2-stroke Grand Prix bike.
OK, so it’s progress, and of course this bike won’t be on the MotoGP grid. Comparing it to TTXGP competitors also running twin Agni 95 motors (as many of them are), here is where the Amarok stands…
I’ve listed them by battery capacity, separating the 7.5KwH bikes from the larger ones. This is because the 7.5’s will compete in the Formula 75, and all larger bikes will compete in the Formula GP, a class whose primary limitation is weight. The maximum weight of 551lbs for each class was decided after consultation with all of the 2010 competitors. Many competitors are also hoping to develop a race bike that can not only win on Sunday, but also sell on Monday. Well, Tuesday actually, since most bike shops are closed on Mondays.
Specs of Popular Electric Superbikes
|Manufacturer||Motor||Peak Power (kW)||Battery Capacity (KwH)||GVW (lbs)||Model Year|
|eCRP 1.4||Twin Agni 95 R||60||7.4||352||2011|
|Amarok||Twin Agni 95 R||60||7.5||325||2011|
|Mavizen TTX02||Twin Agni 95 R||60||7.5||374||2010|
|Brammo Empulse 8.0||Sealed Permanent AC Synchronous||40||8||390||2010|
|Münch||3-phase synchronous (Siemens originally for Audi)||90||8.2||418||2010|
|Lightning||3 phase AC liquid cooled (EV1)||104||11||525||2010|
|Swigz||DC Permanent Magnet||145||11.5+KERS||585||2011|
|MotoCzysz E1pc||Proprietary Liquid Cooled, Permanent Magnet, Brushless DC||95||12.5||525||2010|
|Mission R||liquid-cooled 3-phase AC Induction||100||14.4||545||2011|
Going The Distance…
Some of the bikes listed may not be competing in TTXGP 2011. Swigz will not race TTXGP because their primary focus is on competing directly against gas bikes, as discussed in this interview. Also there are many more, some new, some returning from the 2010 season. The grids promise to be deeper than ever in 2011. This spec graph is just a snapshot of some of the more famous electric superbikes out there right now. Unfortunately, Brammo, Lightning and Mavizen are still in stealth mode about their 2011 race specs, so we’ll have to wait and see what they bring to the field come May 15.
Interestingly, CRP came in 2nd in the 2010 TTXGP world final against the Münch which had double the power! The fact that Brannetti was barely able to keep the much heavier Himmelmann at bay may seem to be a testament to the value of having two separate classes in the TTXGP this year. Yet in the inaugural e-Power race this month, Brannetti gained the win over Himmelmann. It’s bound to be an exciting season, once again pushing the development of high-performance EV’s to the limit. The full race schedule is here. I’ll be reporting live from Infineon, Portland and VIR, while Christopher DeMorro will be covering New Hampshire.