Open Development Specification for Teams These design specifications are open for interpretation. They serve as a guideline. Please challenge the proposed guideline in order to develop a safe and working product.

AMPLIFIED TRACK BICYCLE — Experimental Prototype – v0.13

Core Definition (Non‑Negotiable) This prototype is an amplified bicycle. Amplified means:

• Pedaling is the primary propulsion input

• Electric motors multiply rider effort

• Rider effort must be visible and believable

• The bicycle must look and behave like a bicycle

This is not an e‑bike, not a vehicle, not a motorcycle, however it can have features that are new to cycling in order to make it work and let it be safe.

Technical Abstract: The F-Zeroo High-Performance MGCU Architecture

System Overview The F-Zeroo is a Formula 1-inspired, ultra-high-performance electric racing bicycle engineered to achieve speeds exceeding 100 km/h. Moving away from traditional mechanical drivetrains, the F-Zeroo utilizes a Drive-by-Wire architecture, driven by a proprietary MGCU (Motor Gearbox Control Unit) platform. By eliminating the physical chain, belt, and traditional derailleurs, the system achieves maximum aerodynamic freedom, extreme durability under immense loads, and a fully digital link between rider input and multi-motor output.

1. Integrated MGCU Functionality (The Smart Heart) Instead of separate components, the F-Zeroo consolidates the generator, multi-motor logic, and software into a single unified MGCU framework:

• The “Gearbox” Interface (Generator/Dynamo): The traditional mechanical gearbox is replaced by a high-efficiency crankshaft generator integrated into the bottom bracket, feeding data and power directly into the MGCU.

• Software-Defined Transmission: The transmission is completely digital. As the bicycle accelerates toward 100 km/h, the MGCU dynamically increases the electromagnetic resistance on the generator. This lowers the rider’s pedaling frequency (cadence) to a comfortable racing rhythm (e.g., 80–90 RPM), simulating an infinitely scalable gear ratio without physical moving parts.

2. Multi-Motor Engine Management

• Configuration: Propulsion is driven by a unique three-motor layout, strategically distributed to optimize weight distribution, traction, and high-speed stability.

• Power Delivery: The MGCU acts as the central brain for this multi-motor array, managing the high-voltage discharge and extreme thermal loads required to break the 100 km/h barrier safely.

3. Algorithmic ECU Governance (Embedded in the MGCU)

• Power Blending: The MGCU’s embedded control unit continuously monitors rider input (torque and cadence data from the generator) and instantaneously blends this human energy with the brute electrical force drawn from the battery pack.

• Linear Traction & Torque Vectoring: To safely manage speeds over 100 km/h on a lightweight bicycle chassis, the MGCU algorithmically smooths out torque spikes. It ensures perfectly linear power delivery to the motors, preventing wheelspin and maintaining maximum aerodynamic and directional stability.

• Prototype is a linear gear ration. The actual race models need to allow a gear ration aligned with specific track and rider conditions. Again, the overall power distribution is unified. however, how this power is distributed over the specific gears, this is a strategic element to create a competitive advantage. More power accelerating out of a corner, or more power on the straight?!

Visual & Form Requirements The bicycle must be instantly recognizable as a bicycle.

Mandatory visual elements:

• Diamond frame layout (open or closed)

• Visible crankset and chain/belt

• Visible pedaling motion

• Rider legs must remain visible at all times

• Traditional saddle‑based riding (no recumbent layouts)

Prohibited:

• Fully enclosed leg structures

• Enclosed drivetrains

• Motorcycle‑derived components

Geometry & Riding Position Riding position Crossover of:

• Road race bicycle

• Beach racer

• Light TT influence

Allowed positional characteristics:

• More forward‑seated position than conventional road bikes

• Emphasis on pushing backward through the stroke rather than purely down or forward

• Rider torso low for aero, but legs remain clearly visible

• Position must visually communicate effort at speed

Handlebar:

• Flared race bar (mandatory)

• Wide drops for high‑speed stability

• Compact integrated aero cockpit allowed

• Electronic shifters integrated in levers

• TT bars are not allowed.

Frame, Structure & Energy Integration Frame:

• Carbon frame

• Diamond frame may be closed

• Closed sections may contain the main battery and electronics

• Rigid construction

Suspension:

• No suspension allowed

• No front suspension

• No rear suspension

Rider protection (integrated):

• Portions of the frame may extend to deflect ground contact and absorb sliding energy

• Protective structures must: Not fully enclose the legs, Preserve clear visibility of pedaling motion, Maintain a bicycle silhouette

Wheels, Tires & Brakes Wheels:

• Carbon bicycle wheels

• 29‑inch

• High‑strength rims designed for extreme speed

• Carbon spokes permitted

Tires:

• 5–6 cm width; investigate optimal width.

• Slick or semi‑slick

• Need to function as suspension for the rigid-frame setup

Brakes:

• (Hydraulic) Disc brakes (front and rear)

• High thermal capacity

• Energy‑harvesting braking systems permitted but not compulsory for the first setup

Drivetrain & Shifting Gearing:

• Multi‑gear drivetrain

• Gearbox is part of the interface for amplification

• Gear range must support human‑believable cadence at high speed

• Electronic shifting is mandatory

Pedal Input & Human Gating Sensors (mandatory):

• Crank‑based torque sensing

• Cadence measurement

• Redundant pedal motion verification

Enforcement rules (normal amplified mode):

• Motor torque = 0 if pedal torque = 0

• Motor torque = 0 if cadence invalid

• No throttle

Pedaling remains:

• The visual narrative of propulsion

• The basis of amplification logic

Motor Architecture (Exploratory) Allowed:

• Dual motor

• Triple motor

Motor placement may include variations of:

• Front hub

• Mid‑drive

• Rear hub

Constraints:

• Total amplified output capped in software

• Motors obey a single rider‑derived intent signal

• Distribution logic is open for experimentation

Power & Amplification Logic Reference:

• 45 km/h corresponds to 300 W rider reference

• actual wattage at speed needs to be set in tests!

• Initial amplified top speed (non‑boost): 150 km/h !! This is a power truth reference, not a fixed speed limiter. Initial goal is to achieve +100km/h, second goal is to safely and steadily up speed to 150km/h.!!

Amplification zones Initial indication:

• 0–20 km/h: Soft amplification Controlled launch

• 20–35 km/h: Main amplified riding zone Clear effort‑to‑speed relationship

• 35–45 km/h: High‑speed zone

• 45 km/h: Excess rider‑authorized power is stopped from increasing speed and diverted to energy storage

Acceleration must feel progressive and controllable. Eventually the setup of the amplification zones need to be configurable. Each race a different setup is allowed, based on track and rider performance capabilities in corners and on the straights.

Energy Banking & Boost System Energy sources:

• Excess rider‑authorized energy above 300 W will be stored for boost.

• Regenerative braking energy (if implemented)

Energy may be stored in:

• Batteries

• Supercapacitors

• Hybrid systems Placement on the bike is specified, hence open for development. Mostly is the “triangle” between front and rear wheel.

Boost mode:

• Activated by handlebar button

• Pedaling during boost is allowed but not mandatory

• Boost draws exclusively from stored energy

• Boost follows an exponential acceleration profile

• Maximum boost duration: 6 seconds

• Maximum attainable speed during boost: 170 km/h

Boost behavior depends on entry speed:

• Starting near 150 km/h → may approach 170 km/h rapidly and maintain it for remaining seconds.

• Starting at lower speeds → may not reach 170 km/h within 6 seconds

Control System & Safety Mandatory:

• Physical kill switch

• Redundant sensor validation

• Fail‑safe motor shutdown

• Thermal and current protection

• Speed‑based torque limiting

Telemetry, Data & Strategy Collected data:

• Rider power

• Cadence

• Speed

• Boost availability

• Energy storage level

• Acceleration profiles

Data availability:

• All collected data is visible to all teams

• Real‑time and post‑race access

What This Prototype Is NOT

• Not a finished competition bike

• Not optimized solely for maximum speed

• Not locked to a single motor configuration

Closing Statement This document defines the first amplified track bicycle. As long as:

• The bike looks like a bicycle

• Legs visibly propel it

• Effort is legible

• Data is transparent …teams are free to develop.

— Keep in mind, the rigid frame design has no suspension, therefore tire compound and behaviour are paramount for handling and rider comfort —

Strength, agility, and strategy decide the race, not the biggest budget!
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For those how took the liberty, patience, and focus to come this far: There are additional Requirements:

• A hydration system needs to be in place, placed either in the bike, or in the suit > Think out of the box, I do not mind drinking my own sweat. What you think these people in the ISS do?

• Next to the booster-system, this bike can also make use of an active Drs. Try to incorporate planes/surfaces in the design of the frame, ig, the front fork, that can be opened up tempo.rarily [reducing/rejewsing] drag.

• The battery needs to be replaceable, no wireless charging

• The battery packs come in three sizes, hence weight, hence range.

• Both frontwheel and rear wheel need to replaceable during a pit-stop

• Make bicycle as light as possible, in line with, and given the mandatory pit-stops.

• Downforce can be created/delivered [by/on/in] the design of the bicycle, and the suit and the helmet.