Designed to break TT - zero record


Motorcycles have the same traditional design setup for a number of years without any radical changes or breakthroughs.
Along with the new propulsion system, we've decided to go with bold unconventional ideas that have a high potential for the future.


Electric motor peak torque: 230Nm
Electric motor continuous torque: 130Nm
Electric motor peak power: 180kW
Electric motor continuous power: 95kW

Battery package capacity: 70Ah
Battery package voltage 570-800Vdc
(700Vdc nominal)
Battery package mass: 137kg

Peak torque on rear wheel: 780Nm
Continuous torque on rear wheel: 440Nm

Total weight of the motorbike without batteries: 108kg
Total weight of the motorbike with batteries: 245kg


High power density electric motor with patent pending stator water cooling.

Motor was designed in house with the goal to get the highest possible efficiency and high power density propulsion system.


Rear swingarm, along with the chain path is modeled in a way that allows the rider's feet to be positioned as narrow as possible, lowering the centre of gravity and air drag.

This allows a rider to seat lower, lowering the center of gravity and lowering his arched back.

(Along with narrow feet's width (usually the widest part of a motorcycle) this contributes to a much lower drag resistance. Hence the efficiency of the ride is much higher and top speed can be achieved with less power.

Additional chain with extra sprockets will cause a drop in mechanic efficiency and a bit higher unsprung weight of the rear swingarm, but we evaluated it is worth the before mentioned benefits.


We are all familiar with drastic weight transfer during acceleration and hard braking when riding a traditional motorcycle or bicycle.                        
Due to classic telescopic front forks this weight transfer becomes even larger which causes problems with maintaining a motorcycle's stability and hard braking deep into the corner
(lean angle). Apart from that, all force is transferred into the front part of
the frame which needs to be bulky and heavy.

Many concepts and small number production bikes have proven hub center steering can be a way to cope with the above mentioned problems.

Weight transfer is diminished (hence better traction and braking efficiency), springs can be softer (allowing better front tire traction), stability is enhanced, unsprung mass is lower and we can
avoid unwanted torsional and lateral twisting of forks.

Its main drawback is a different feeling of the road on handlebars which is also the main reason hub center steering was not (yet) fully developed.


By far the heaviest part of a bike is the battery pack.

During the design process, the centre of gravity and mass centralization was one of the main concerns. 

This influences stability, maneuverability, traction and needed leaning angle.

Due to the battery package, electric motorcycles are much heavier than ICE-powered motorcycles. To try to diminish the feeling of heaviness we lowered the center of gravity, a bit lower compared to normal sports bikes (but still not too low so needed leaning angle through corners will not be much higher). 


The bike posseses cutting edge aerodynamic solutions (rotating front wing, cooling ducts, droplet-like airflow).

Cooling radiators are positioned under a 45° angle. with this, we are able to exploit space more efficiently - lower frontal section area compared to the cooling area.

At the same time, radiators are
positioned at the side, exploiting the low-pressure area, sucking fresh air
through their grills and blowing hot air away from major components.      
Due to unconventional rear swingarm rider can be positioned lower and taking less width, enabling better, droplet-like air stream around the motorcycle.

At the front part of a motorcycle
you can see the front wing which rotates parallel to the ground surface. In this case, created downforce is always perpendicular to the ground, creating the best possible effect and enabling lower lean angle with the same speed through corners.                                                                                       
More than a 10% reduction in frontal area has been achieved. CFD analysis shows reduction of drag coefficient to 0.5 (25% lower compared to a conventional superbike). This equals to more than a 30% reduction in CdA (total drag).


QLR frame is at the same time battery-package made from carbon fiber. Rotating mass (electric motor) is positioned close to the mass center of QLR motorbike.

Front and rear swingarms (aluminum 7075) are mounted very close to it, allowing them to be as long as possible.                                                                                                                                                                                  
Batteries used will be a pouched shape with internal cooling.


Specific settings are one of the vital features to achieve fast lap times on different tracks.

We put a lot of thought and effort into designing as a variable bike as possible.

Basically every major component can be positioned differently starting with height, width and angle of handlebars.

Then there are important features like setting the wheelbase (from X to Y), trail / rake angle, suspension settings (progressive, neutral, regressive), suspension vs swingarm travel, motorcycle height, swingarm pivots, squat, and dive.

All the above will enable better individual rider and racetrack setups and with it faster lap times.

Along with that, testing and redesigning for optimization will be much faster and cheaper.