Mr. Dazzle wrote: ↑Sat Jan 02, 2021 7:51 pm Happily, the Energica’s chassis is tight and clatter-free, but its bulk causes a lots of weight transfer through the forks when you roll-off the throttle. There’s some vagueness and instability tipping into corners, but on the straights those kilos actually help the ride quality, stamping out bumps in its path....
Controversial I know, but, a Telelever/Duolever/HCS or other alternative "funny front end" might be a good solution to that issue.
I wonder if any EM producer will try one?
Last edited by Rockburner on Sun Jan 03, 2021 12:40 pm, edited 1 time in total.
Mr. Dazzle wrote: ↑Sun Jan 03, 2021 12:42 pm
A fast charger can add 40 miles range for every hour plugged in, so you'd be looking at roughly half an hour to get a session's worth of charge back.
So yeah...doable even today if you're organised about it, but a stretch.
Not far off being mainstream.
A mile on track is about 3 on the road.
I could get about 160 miles from GSXR 1000 at steady pace. Only about 65-70 on track.
Mr. Dazzle wrote: ↑Sun Jan 03, 2021 12:42 pm
A fast charger can add 40 miles range for every hour plugged in, so you'd be looking at roughly half an hour to get a session's worth of charge back.
So yeah...doable even today if you're organised about it, but a stretch.
Not far off being mainstream.
The problem would be where do you plug your charger in, maybe you could take a petrol generator with you?
Well yeah it would be a fairly special undertaking at the moment, but that will change.
Silverstone already has three charging stations on site for example, I dunno how many charge points are at each station. Silverstone was always gonna be an early adopter given how busy it is.
AFAIK electricity from a fast charger in a car park already costs more than that from a normal wall socket.
Makes sense. If you can afford to wait you stick on the domestic 3 pin socket, if you're in a hurry you pay a bit more for the high power charger.
At the moment id guess anyone buying a £20k electric motorcycle has a garage with wall power already. Most of the time you'd charge it at home slowly, but you can charge it quickly if you're out for a longer journey.
Mr. Dazzle wrote: ↑Mon Jan 04, 2021 11:33 am
Both.
AFAIK electricity from a fast charger in a car park already costs more than that from a normal wall socket.
Makes sense. If you can afford to wait you stick on the domestic 3 pin socket, if you're in a hurry you pay a bit more for the high power charger.
At the moment id guess anyone buying a £20k electric motorcycle has a garage with wall power already. Most of the time you'd charge it at home slowly, but you can charge it quickly if you're out for a longer journey.
Well yes, but i was thinking of your context of trackdays, you'd want to be in the pits and just lob it onto their charging system ideally in the garage, rather than heading out to a random point in the paddock and then coming back etc.
It'd have to be a fast charger to get that kind of turnaround, a 3kW wall socket ain't got the juice.
Given that pit buildings already have high power cabling in place it wouldn't be a huge undertaking to add fast chargers in the garages themselves. Presumably that it exactly what will happen as electric vehicles become more common.
Mr. Dazzle wrote: ↑Mon Jan 04, 2021 11:39 am
It'd have to be a fast charger to get that kind of turnaround, a 3kW wall socket ain't got the juice.
Given that pit buildings already have high power cabling in place it wouldn't be a huge undertaking to add fast chargers in the garages themselves. Presumably that it exactly what will happen as electric vehicles become more common.
Most UK tracks don't have enough pit buildings for all track day users, Cadwell has none, Lydden was the same last time I went there, I can't see any reason for circuit owners to put fast chargers in, it would take many years to make a profit on the investment required, also could the network feed to Cadwell support 90 fast chargers all working at the same time?
A better solution for trackdays would be bikes with easily changed batteries, and the rider taking multiple batteries - like EMTBs
Mr. Dazzle wrote: ↑Mon Jan 04, 2021 11:39 am
It'd have to be a fast charger to get that kind of turnaround, a 3kW wall socket ain't got the juice.
Given that pit buildings already have high power cabling in place it wouldn't be a huge undertaking to add fast chargers in the garages themselves. Presumably that it exactly what will happen as electric vehicles become more common.
Most UK tracks don't have enough pit buildings for all track day users, Cadwell has none, Lydden was the same last time I went there, I can't see any reason for circuit owners to put fast chargers in, it would take many years to make a profit on the investment required, also could the network feed to Cadwell support 90 fast chargers all working at the same time?
A better solution for trackdays would be bikes with easily changed batteries, and the rider taking multiple batteries - like EMTBs
Short term, but longer term they're not going to have a choice if they want to get race meetings in as cars and bikes will want an E-class sooner rather than later, so they'll either have to tell people they need to bring their own charging system, or give them the facility to charge.
Le_Fromage_Grande wrote: ↑Mon Jan 04, 2021 11:48 am
Most UK tracks don't have enough pit buildings for all track day users, Cadwell has none, Lydden was the same last time I went there, I can't see any reason for circuit owners to put fast chargers in, it would take many years to make a profit on the investment required
However, if the number of EVs increases, will they have no option (other than closing)? Oddly, one of the main objections to tracks is noise, so EVs could be a saviour for circuits.
Le_Fromage_Grande wrote: ↑Mon Jan 04, 2021 11:48 am
A better solution for trackdays would be bikes with easily changed batteries, and the rider taking multiple batteries - like EMTBs
In the programme (Quest) about converting an RE to electric (the 'Photon') they used a pallet truck fork lift to position the battery pack!
The bike in the OP is 270kg, that's almost all down to the battery. The frame is not significantly different to a normal bike and the 'engine' is a lot lot lighter.
So you can see how much a battery pack weighs! You ain't changing that without an engine hoist. Technology is gonna improve a lot for sure, but by that token you could also argue you won't NEED to change the battery.
EMTB batteries are much lighter because they're much smaller AND because they don't have the power. Capacity and peak output both matter.
Mr. Dazzle wrote: ↑Sun Jan 03, 2021 12:39 pm
I was thinking about the numbers last night.
How far are you gonna ride in a 20 minute session? 90s-2 minute laps means you're gonna get 10 in at most? So that's gonna be 20-30 miles tops?
Then you've got 40 mins (probably more like 20-30 including faff) to charge up before doing it again.
My Multi uses fuel on the road when playing so i need to fill it about 145-150 miles, 180-190 steady use. On track i managed 4 sessions before i ran out and needed a top up from some helpful idiots nearby, so probably less than 100 miles.
So in theory with that leccy bike you start the day with a full charge you can keep topping up through the day and always have enough left to play by the end of the day
