The Triumph TE-1 prototype isn ' t heading for production yet , but something very similar could be in showrooms in years to come after the company ' s electric bike testing program " proved a resounding success ." Triumph has been unusually open during the development and testing of the TE-1 prototype , providing regular updates from the project ' s launch , through its design phase and into its

testing stage . Now the final results are in , and they show the TE-1 as offering a mix of abilities that would make it a convincing contender compared to the existing Speed Triple . The numbers speak for themselves . The TE-1 ' s electric motor , developed by Integral Powertrain Ltd , makes a peak of 175 hp , very close to the Speed Triple ' s output . That figure is backed up by 80 lb-ft of torque , and the bike weighs an impressive 220 kg , which isn ' t far from the mass of a fully fuelled , petrol-powered equivalent . All that would be for nought , if the bike ' s range was as disappointing as many of the current crop of electric offerings , but the TE-1 ' s 15 kWh capacity battery - made by Williams Advanced Engineering ( of F1 fame ) from 900 Samsung ' 21700 ' ( 21 mm diameter , 70 mm long ) nickel manganese cobalt cells - is good for a range of 100 miles ( 160 km ) under WMTC tests that mirror real-world usage . Raw performance figures show that the TE-1 hits 60 mph in 3.6 seconds , and the relentless thrust continues , taking it to 100 mph only 2.6 seconds

after that . The top speed is 135 mph , but that ' s down to gearing and the bike ' s naked styling rather than an inherent limitation of the powertrain . The motor runs through a set of helical-cut reduction gears to a belt final drive that Triumph claims is reliable for 60,000 miles . Those helical gears also give a distinctive wail as the TE-1 accelerates , answering some fears that electric bikes can only ever be an anodyne experience . Although the bike doesn ' t follow the pattern set by electric offerings like LiveWire ' s new S2 Del Mar , where the battery case doubles as a monocoque chassis , the Triumph ' s battery is still a structural component , adding rigidity to the conventionallooking frame wrapped around it . The suspension and brakes are conventional kit , along with ABS and a lean-sensitive traction control system . Although the TE-1 ' s motor

doubles as a generator during deceleration , with a programmable engine braking effect that alters how much electricity is fed back to the battery and works in cooperation with the anti-lock brakes to maintain stability . Like the Ducati V21 L electric racing bike , which will be the singlemake machine used in the MotoE series from 2023 , the TE-1 has separate cooling systems for the motor and the battery and inverter , as their heat requirements for ultimate performance differ . Steve Sargent , Triumph ' s Chief Product Officer , said :

" Heat management is essential to maintaining the performance and range of the bike ." Comparisons to the Ducati are inevitable , and the Triumph comes out on top , at least on paper . Ducati ' s V21 L peaks at 150 hp rather than 175 hp and weighs 5 kg more than the TE-1 at 225 kg . Charging has also been a focus . The TE-1 uses a 50 kW DC fast charge system , with no AC charging option - adding one would be possible but means more electronic equipment and weight . By using the Japanese CHAdeMO charging protocol , battery management during the charge is controlled by the charger rather than on-board electronics , again reducing the need to carry additional electronics . Triumph says it takes just 20 minutes to go from 0 % to 80 % charge - an industry standard measurement since the last 20 % of a battery ' s charge takes much longer to

achieve . Triumph is keen to point out that the TE-1 is a research project , aimed at garnering intelligence about electric bike design and performance that can be used in future production models .

It has also taught Triumph lessons about scalability , so the company knows the motor , cooling and battery requirements for electric bikes across a variety of sizes and performance levels . The first electric production Triumphs are now under development using the TE-1 design as a lesson , and while the prototype will remain just that , the company has dropped hints that the first showroom electric model will not stray too far from the template it provides .