TTX01 prototype is essentially a 2000 Suzuki GSX-R 750, a formidable canyon-carver, and stripped it to the frame. Engine, transmission and radiator have been replaced with a pair of air-cooled Agni Lynch electric motors. Each has a continuous output of 20 kilowatts (about 27 horsepower) and a maximum of twice that. The motors weigh 11 kilograms (24 pounds) apiece and are 200 millimeters (7.8 inches) in diameter.
TTX01 according to Hussain, will hit 110 mph with low gearing, which maximizes acceleration and allows a zero to 60 sprint of 3.8 seconds. In fact this is the fastest road legal electric bike currently. Change the rear sprocket, and you’ll max out at 135 mph. As comparation the 140 horsepower 2000 GSX-R 750 has 3.0 seconds to hit 60, and d 172 mph of top speed. 2000 GSX-R 750’s weight of 426 pounds ready to ride with oil gas and coolant compared to 364 TTX01 without all the fluids.
Power for TTX01 comes from a 4.3 kilowatt-hour battery pack that sports lithium– iron phosphate cells made by LifeBatt. The battery is good for 3,000 cycles and recharges in three hours. Range is 20 to 40 miles, depending upon how hard you’re riding. Hussain claims the TTX01 will do about 30 miles at 100 mph. And of coure also zero-emissions.
TTX01 is planned to begin selling next year. Although designed for the track, he says it will be suitable for the street. With a price tag in the $30,000, it won’t be cheap, the Zero-X goes for $7,450, and the Brammo is 15 grand. But Hussain believes there’s a market for eco-friendlier race-ready machines.
Hussain will show off the TTX01 at the TTXGP, the zero-emissions grand prix he’s hosting on the Isle of Man on June 12, but he isn’t racing the new bike. The event, which will run at the conclusion of the renowned Isle of Man TT motorcycle race, is meant to foster the development of zero-emissions technology. Entrants will compete on the famed 38-mile loop around the island, and cannot use any technology that emits carbon at the tailpipe. Hussain says it looks like the grid will include 40 teams by the time registration closes March 31, and most of them are using electric drivetrains — “although we may have some hydrogen entrants.”“The motors have the best power-to-weight ratio available, and they are one of the most efficient around (at) 93 percent,” Hussain says.
Of course, that kind of range won’t go far on the track, where top-tier racers like Moto GP world champion Valentino Rossi push bikes to limits that would suck a battery dry in no time. To meet the needs of racers, Hussain is working on a “hot-swappable” battery system that will require less than 15 seconds to replace a dead pack with a fresh one. It’s one of the top
“With the introduction of pit-lane stops and battery swaps, the performance parameters change,” Hussain says. “On a typical 2.5-mile circuit, we would aim to give you about five to eight laps, depending on how it’s ridden and the configuration of the circuit, and aim to give you a zero to 100 km/h (62 mph) in under three seconds with a top speed of 140-150.”
Another goal for the production bike is a front hub-mounted motor that would allow for energy regeneration under braking and traction control. Hussain believes the benefits of two-wheel drive would offset any impact the added weight might have on handling.
“We would expect no more than 10 percent of the traction to come from the front wheel under any conditions,” he says. “This will keep the motor small and light and minimize adverse vehicle dynamics. The front and rear motors will not be identical. The front motor is very much a real-time assist and not a primary driver.”
Other ideas Hussain wants to explore include belt drive, a two-speed transmission, and an open-source vehicle-management system that would encourage customization. “We’re looking at Linux as a development model for the next generation of motor sports,” he says. He also is considering a composite frame to help cut weight and improve acceleration.
