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Newsletter of May 2022

May has been a month full of decision making and working towards the race in Finland. We had to set our priorities straight since the countdown to the race in Imatra (Finland) has begun. We had to start with the applications for next year's team and complying with all the regulations for the upcoming race.  


We like to get to know our partners better. So this month we visited Urenco and ETC in Almelo. Both companies gave us a tour at their factories and showed us what their companies are all about. It is always interesting to see what our partners actually do. We don't only learn a lot about certain topics but also create a stronger bond with the partners in question.
Since EST5 is already 9 months in the running, we have to start building a team for next year. We are in the middle of the selection process to build the perfect 6th generation of Electric Superbike Twente.
The countdown begins! In 1 month time we will be racing against JHC Ukonnen in Finland. This is the first time we (as the 5th generation) officially race against another fully electric superbike. We are excited to see what we can achieve and ofcourse what our finnish competitors are capable of. The raceweekend is 1/2/3 July in Imatra, Finland.

Partner highlights

For the fourth time in a row, Aalberts, who engineers mission-critical technologies enabling a clean, smart and responsible future, is our pole position partner. This means that we have been working together closely over these past years and they have been crucial for the build of our superbikes.

Sustainable transportation is an important end market of Aalberts, and our superbike fits their two Sustainable Development Goals, aimed at reducing energy and making urban environment more livable through sustainable transportation. So besides offering us financial-backing, they also offer us access to their knowledge and mission-critical technologies for the relevant end-markets.

For the Apex-RS, Aalberts delivered high end materials for an important part of the frame. For the Delta-XE they milled the titanium shaft that provides predictable dynamic movement between the rear suspension and chassis. Additionally, Aalberts developed the titanium black box for both the Apex-RS and the Delta-XE.

Besides combining efforts on the bikes, we also combined efforts during the career days on the University where we shared our experiences of the projects as a team, with students attending. A factory tour to Aalberts integrated piping systems in Hilversum helped us to get to know the technology more in-depth and to get to know Aalberts as potential future employee.

We are thankful for their trust, enthusiasm, and drive to push boundaries together with us.

A word from our Chief Chassis

This month has been packed with company visits and national days off which left us with a reduced amount of time to work on the bike. As you might already have read earlier, we were unfortunately not able to go to our race at IDC Assen a couple weeks back. Now we are completely focussed on driving at Immatra in Finland and solving the issues we found during the Varselring.  

One of these for Chassis is the radiator for the DELTA_XE. Unfortunately, the radiator that previous team had selected did not account for the travel distance of the front wheel when braking. We discovered this during one of our tests as E-Circuit Emmen and have been trying to find a replacement. However, finding a suitable replacement proved to be a challenge. Our bike is almost completely customary and thus regular off the shelf products rarely fit. Just before the Varselring we found a potential match, but sadly it proved not to be able to cool enough during the race weekend. Our search therefore continued and the last couple of weeks it has been trying to find a needle in a haystack. Now we have found a good alternative. Instead of being positioned above the wheel, the new radiators are now placed besides the wheel. This in turn forced us to alter our bodywork in order to provide enough room for both the wheel to steer and the radiators to be attached securely. 

Another project that has been taken up by Chassis is another cooling issue, this time with the APEX-RS. Here the cooling of the electromotor was not satisfactory. Regrettably, the tubes inside the motor are quite small, which causes a significant pressure drop resulting in a reduced flowrate. This affected the cooling abilities of the system and therefore the limit to which we could push the bike. Now we have constructed a parallel loop to increase the flow through the motor. After some tinkering this has worked and we were able to increase the flow roughly 3,5 times. 

Besides our own project we have been trying to help out our colleagues at Powertrain and took some of the smaller projects from them. Amongst these was the EMI shielding. Throughout the battery pack there are numerous high voltage cables connecting the individual models. Unfortunately, these cables can also interfere with the data stream from the battery pack, to limit this effect we have been helping Powertrain to shield the control board and the other electronics. This will be done by manufacturing Mu-copper boxes to create a faraday cages, providing EMI safe spaces for our PCB's. In addition, the PCB's will be equipped with mechanical dampers to protect them from vibrations. 

Alongside this we have also had the applicants for next year swing by the office for their interview. The new team is coming together.

A word from our Chief Powertrain

On the 1st of May we finally had our first race. At the Varsselring, we were able to drive our first laps amongst other racing bikes. As to be expected during a first race, multiple aspects of the bike turned out to have room for improvement. And thus we had enough to do for the rest of the month.  

One of the things we ran into was the fact that we could not finish the full 7 laps of the race before we reached the undervoltage limit of our battery pack. This means that more time must be put in the balancing of the battery pack. Also, the battery management system of the low voltage battery had died without our notice, which lead to some cells in the low voltage battery turning bad. Therefore also the low voltage battery had to be fixed.  

At the Varsselring, we had not been able to run the electric motor at full power yet due to instabilities occurring at higher currents. Therefore another goal was to solve this issue and increase the power. To do so, we increased shielding around important signal wires, for example the resolver cables, and went testing again. On the dynamometer, we were able to increase the power by 30%, which we are really happy about. The next step is to test this on track again. 

Finally, we are working on complying with all the regulations for the upcoming race in Finland. This requires a lot of documenting about all our self-written software and in-house developed components. 

Our proud partners

Upcoming events

13 June 
Student Team Fair at mini-symposium Nyck de Vries

16 June 
Opening Future Factory

28 June
Bus leaves for Finland Race

1/2/3 July
IRRC Race Imatra, Finland
All events
Thanks for staying up to date with Electric Superbike Twente!
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Electric Superbike Twente · Capitool 25 · Enschede, Ov 7521 PL · Netherlands

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