“Custom Revolution” Exhibit Opens At LA’s Petersen Automotive Museum April 14
See 25 examples from the Bike Exif generation of builders
"The “Custom Revolution” motorcycle exhibit gathers avant-garde motorcycles from independent builders around the world at the Petersen Museum in downtown Los Angeles, curated by Paul d’Orléans from April 14, 2018, to March 19, 2019.
The Petersen Museum on the 'Miracle Mile' of Los Angeles, after its 2015 makeover by Kohn Pedersen Fox. [David Zaitz]Twenty-five examples from the Bike Exif generation of builders will be on display in the Richard Varner Family Gallery, where the successful “Harley vs. Indian” exhibit sponsored by Cycle World parent company Bonnier wraps up its one-year run on March 7. “Custom Revolution” is supported by TheVintagent.com and the Motorcycle Arts Foundation.
The Krautmotors E-Lisabad electric dragster [Krautmotors]“Custom Revolution” presents, for the first time in one location, the work of the most influential alternative custom motorcycle builders of the past 10 years. These international stars include Ian Barry (Falcon), Shinya Kimura (Chabott Engineering), Revival Cycles, Roland Sands, El Solitario, Michael Woolaway (Deus Ex Machina Customs), etc., with bikes from the US, Ireland, Spain, France, Germany, Vietnam, Indonesia, and Japan.
The Ronin Pike's Peak Racer [Ronin]According to d’Orléans, the attention lavished on these builders is astonishing.
“They have millions of fans around the world watching their every move, including the design teams at the big factories,” he said. “Each has been approached to collaborate on prototypes or show bikes by the likes of BMW, Yamaha, Harley-Davidson, or Ducati.
The Revival Cycles 'J63' [Revival Cycles]“Some have created iconic machines using factory support, and the influence of all these designers on the motorcycle industry over the past 10 years is clear,” d’Orléans explained. “Factory design teams readily admit following the lead of these alternative custom beacons, whose work is now being acknowledged as seminal to a new vision of motorcycling itself"."
While Harley-Davidson recently announced their intention to bring an electric bike to market by 2020, they put their money where their press release is today, and announced they'd made an equity investment in Alta Motors. We've featured Alta's back story here before, and the San Francisco e-bike maker has previously specialized in motocross and supermoto machines, although it's clear their proprietary technology could easily be applied to street bikes. The Alta investment is The Motor Company’s response to Polaris Industries’ acquisition of Brammo exactly three years ago, after making a substantial investment in the Oregon company back in 2011.
Could this be the marriage made in hog heaven? [Alta Motors]"Riders are just beginning to understand the combined benefits of EV today, and our technology continues to progress," Alta Motors Chief Product Officer and co-founder Marc Fenigstein said. "We believe electric motorcycles are the future, and that American companies have an opportunity to lead that future. It's incredibly exciting that Harley-Davidson, synonymous with motorcycle leadership, shares that vision and we're thrilled to collaborate with them." In addition to a financial stake, the two companies will collaborate on electric motorcycle technology and new product development. "Earlier this year, as part of our 10-year strategy, we reiterated our commitment to build the next generation of Harley-Davidson riders, in part, by aggressively investing in electric vehicle (EV) technology," Harley-Davidson President and CEO Matt Levatich said. "Alta has demonstrated innovation and expertise in EV and their objectives align closely with ours. We each have strengths and capabilities that will be mutually beneficial as we work together to develop cutting-edge electric motorcycles."
A 1970 Harley-Davidson Aermacchi 250 Ala Verde. [Harley-Davidson Archives]Harley-Davidson has invested in several smaller bike companies in the past, with mixed results. Aermacchi, Buell and MV Agusta were all temporary bedfellows with H-D, but in the end the Harley-Davidson shut them down or sold them for a dollar (or $3 in the case of MV Agusta). These purchases brought new technology to H-D, or riders interested in small/off-road/sports bikes, but in each case the relationship was dramatically severed. EV tech is different, and with the patient trajectory that Alta has chosen, their relationship with H-D might just work for the 115-year-old brand that made Milwaukee famous.
The Alta Pack crams 5.8 kWh into 30.8 kilos with a maximum of 350V, and is waterproof - rated up to IP67. Durable enough to handle impacts and vibrations up to 20G, and digitally self-monitoring. The stacked, honeycomb architecture allows for extreme energy density at 185 watt hours per kilogram.[Alta Motors]"We believe that EV is where global mobility is headed and holds great appeal for existing riders as well as opportunity to bring new riders into the sport," Levatich added. "We intend to be the world leader in the electrification of motorcycles and, at the same time, remain true to our gas and oil roots by continuing to produce a broad portfolio of motorcycles that appeal to all types of riders around the world." We can't wait to see Alta's cutting-edge, proprietary technology on a Harley-Davidson 'Revelation' roadster (as they've dubbed their proposed e-bike). If the quality, performance, and fitness for purpose is as good as Alta's dirt bikes, it could bring a totally new crop of riders into the H-D camp...something they desperately need.
In Fritz Lang's 1927 sci-fi masterpiece Metropolis, the year is 2026, and the world's population is divided between coverall-suited industrial laborers working underground, and the champagne-swilling idle rich who live in towers. Freder, the son of the city's master, abandons his privileged life to join the oppressed workers, after falling in love with the worker Maria, who is soon replicated as a Maschinenmensch (a gynoid/female robot) in an attempt to derail a people's revolution. Taking artistic license 91 years after the release of Metropolis, Bandit9 has finally designed an escape vehicle for the gynoid Maria, who was captured and burned at the stake in the film...Maria was bad, but ever so beautiful.
The 297-pound L•Concept has a top speed of 68 mph, and is powered by a 125cc, four-speed, air-cooled, four-stroke engine [Bandit9]The 2018 Bandit9 L•Concept is quite real, and according to Bandit9 founder and chief of design Daryl Villanueva, is his tribute to science fiction history. “The trend nowadays is to go retro, and the L•Concept goes in the opposite direction - and then some,” says Villanueva. “But it wasn't just about creating a futuristic motorcycle or creating the next thing. It was about bringing the impossible to life and injecting a little excitement back into automotive design. It was about bringing to life something you’d see on film or comic books."
The engine cowl belongs on the USS Enterprise [Bandit9]Such high-concept talk for a limited production bike usually means Very Expensive, but Bandit9 has been producing shiny futuristic dream bikes since 2013, and knows the ropes. His typical foundation is a license-produced Honda C110 engine, a 60-year old design that's sold in the Millions throughout Asia. That might seem the antithesis of slick, but Villanueva sees it another way; elevating the utilitarian to the sublime.
Flat dual shocks harken back to Moto Guzzi singles, and are one of the one-off features of the build. [Bandit9]The Bandit9 team spends most of its development time on design - everything is sorted on paper before the metalwork begins. “There are a lot of forms that are difficult to produce with a single sheet—not dissimilar to origami. So we had to work all that out. There was a lot of testing. There was a lot of failing. We needed to figure out how to place all the foot pegs, kickstand and carburetor elegantly. And of course, the engine has to function and breathe." At the end of the process, a Bandit9 motorcycle is a functional work of art, with finish work better than robot-built factory machines, and as good as any in the custom scene.
“The L•Concept has been in development for more than two years now,” he added. “We couldn't get into production until we figured out how to create the turbine engine cover, which is quite challenging with all the different shapes and curves.[Bandit9]Looking like a jet-pistol in profile, the 297-pound L•Concept has a top speed of 68 mph, and is powered by a 125cc, four-speed, air-cooled, four-stroke engine. Ninety inches long with 20-inch wheels, the L•Concept costs $10,950, which includes shipping to your door. Nine will be made, and four are unsold. One is coming to TheVintagent's upcoming exhibition at the Petersen Museum in LA, opening on April 14th 2018, and has been acquired by the Petersen for its collection. And if that isn't a vote of confidence in the future, I'm not sure what is.
Five pure white 6,000K space-ready LEDs [Bandit9]“The only thing that stands between fact and fiction is time.”[Bandit9]From the unibody tank to the suspended turbine and maneuver controls, the L•Concept brings all your science fiction fantasies to life in a fully functional, mechanical sculpture. [Bandit9]
Michael Uhlarik is a professional motorcycle designer with just over 20 years experience designing conventional motorcycles and scooters for Yamaha, Aprilia, Piaggio, Derbi, Bombardier and many others, and simply fell in love with the design potential of electric drive in 2007. The Amarok P1 was his first attempt to do electric motorcycle design properly, starting with a clean sheet approach to minimize weight and maximize efficiency. His team just introduced the SURU One Fifty at the Toronto Motorcycle Show.
Progress was made with the Amarok e-racer, but eventually practicality won out and the focus shifted to SURU. [Arash Moallemi]Tell me about the journey to launch the Amarok R1, and how it benefits the SURU One Fifty.
The Amarok experiment was all about using less to achieve more: less materials, less expensive and exotic processes, and ultimately less power so that the overall mass (weight) of the bike would be drastically lower. At the time (2010-13), electric bikes were pigs, weighing between 220 - 260 kgs, because everyone was creating conventional frames and bolting in vast amounts of batteries.
Essentially, the whole industry was just building conventional motorcycles and converting them for electric power, rather than designing them from scratch to be electric motorcycles. The Amarok approach was to build the two-stroke 250cc equivalent in electric bikes: a 125 kg lightweight that was narrow, aerodynamic and therefore could get the same punch from fewer batteries than bikes with double the energy on board. We took nothing for granted, and re-examined every aspect of the motorcycle.
Like Swedish e-scooter company Vessla, SURU is putting its resources into two-wheeled electric transport. [SURU]In the end, the Amarok had absolutely no common parts with any motorcycle in production. Fully custom built suspension using Formula 1 concepts, composite construction subframes and some pretty radical motor-to-final-drive layouts. Everything was questioned and redesigned to reduce weight as much as possible and make each part do the work of two or three.
Amarok succeeded in achieving those goals, where the final P1A/B andP2 spec machines tipping the scales at 137 kgs, while putting out 82 hp, a very tight and narrow package. We raced it at Pikes Peak (unsuccessfully) and conducted many track tests to hone the aerodynamics. Ultimately, those bikes taught how to get the similar performance of 12 kW machines using only 6 kW. It was, if you pardon the pun, enlightening.
Suru-One-Fifty-Gulf-Livery.png Photo: SURU [Michael Uhlarik]Electric bikes come in all shapes and sizes. How did you decide where the One Fifty would slot into the current market?
The Amarok series achieved their design goals by using a proprietary monocoque construction process. Several years after the last P2 was constructed, I was looking for an application of this technology when I read about the explosive growth in electric bicycles. Intrigued, I test rode a bunch and came away excited and at the same time unimpressed. Just as with the early electric motorcycles, it seemed that the e-bike business was about conversion. Conventional frame and suspension designs, conventional components, just with added batteries and electric drive parts.
The first SURU design was laid out and detailed in one weekend, using the Amarok approach and same proprietary construction process. The frame would be the housing for all the electronics and battery, and be so strong that it would require no additional structure for support. It was light, and using motorcycle parts instead of bicycle ones for wheels, tires, brakes, etc., meant that SURU would be easily three to four times stiffer and stronger while only slightly heavier than similar spec e-bikes using bicycle componentry.
Designer Michael Uhlarik knew what he wanted, and wanted to make SURU the new Honda Cub for urban dwellers. Photo: SURU
The SURU concept is not a replacement for a pedal-assist bicycle, but a replacement for a bus pass, Uber, or taking your car. I saw the need for a simple-to-use, utilitarian electric bike that could be used by anyone—not cyclists, and not motorcyclists—but genuinely anyone who ever wanted reliable personal mobility. It is a perfect A to B to C to A commuter and errand machine. Light, inexpensive, and extremely robust. With integrated dual suspension and DOT-certified lights, wheels and tires, it’s also amazingly robust and offers terrific value.
Canadian manufacturing at your price point is impressive. How many are you scaled up to make and deliver in 2018?
There are millions of e-bike choices out there now, and most fall into two categories: the first are cheap bicycles conversions, using off the shelf bicycle frames and parts with the electronic parts bolted on and hanging off. Cheap but unreliable, and always made by the lowest bidders in the Far East. People love them until they break down, which they do with monotonous regularity
Simplicity forms the foundation of affordable manufacturing. Photo: SURU
The rest are very fancy bespoke designs by boutique builders and European brands that often cost as much as a small car or name-brand motorcycle.
SURU is the happy middle ground, a quality, made-in-Canada product that is solid, reliable and yet has street-legal performance that equals machines costing much more. Nothing in the market has our motorcycle engineering in the frame and chassis, certainly not at this price point. We can do that because, like Amarok, we can use much less material to get that performance.
SURU us the modern day equivalent of the Honda Super Cub. Corrected for inflation, the SURU costs about the same as the C90 did in 1958, and has about the same capability albeit with a much lower top speed. The operative point is that the Super Cub opened up powered two-wheelers to millions of people who would otherwise never have considered riding a motorcycle for daily transport. SURU, by being comfortable, strong and easy to use, opens up the electric bike to people who just don’t want a bicycle, but similarly will not get a license and buy a Vespa or motorcycle. SURU is the transportation missing link for people who want effortless, stylish motorized mobility.
Motorcycle parts instead of bicycle ones for wheels, tires, brakes, etc., meant that SURU would be easily three to four times stiffer and stronger while only slightly heavier than similar spec e-bikes using bicycle componentry. [SURU]When will we see a SURU land in the US?
The company will be launching a US-spec product in March, with 750-watt power and some unique colors and details. The SURU Two Fifty will retail for $2,900.
The idea of off-road or special performance SURU products is already gaining steam, as our flat track concept at the Toronto Motorcycle Show garnered lots of praise and attention. Final specs are far from clear, but we see a bike in the 6,000 - 8,000 watt range, with serious dirt only performance potential.
Swede Rickard Bröms spent 14 years building brands and marketing them for clients. Fed up with relying on public transport, he partnered with scooter experts Peter Klangsell and Mikael Klingberg, who founded KopEnScooter.Nu in 2004. Ten years later the company expanded into electric bicycles under the brand elcykelvaruhuset.se, with triple-digit annual growth. The result is Vessla (Swedish for Weasel - hence the pawprint logo...although it's also a convenient mashup of Tesla and Vespa!), a 2,200euro no-frills electric scooter that’s selling out in small batches in Europe as it inches toward American shores in 2019.
“Vessla isn’t some exclusive dandy brand. Vessla is for all of us who cares about the world. And the children. And want a smooth ride. We want everyone to afford a Vessla.” [Vessla]I spoke with Bröms this week, just one month after he visited San Francisco.
Rickard, when and how did the idea for Vessla happen?
Basically it was me solving my own problem. I think it’s so freakin’ painful to travel to an office by public transport. It’s crowded, stinky and extremely time inefficient. I'd had it, and decided to get an electric scooter, only to realize that there weren’t any good ones out there. A few pretty soulless products, but no brand with a distinct position and some personality. So I thought ‘What the heck? I can’t be the only one googling for e-scooters without finding any…’ There and then I decided to give it a go. This was about October 2016.
Owners can ride on about 40-60 km on a single charge; the distance depends on your weight, tire pressure, wind, temperature, etc. Have range anxiety? Get another battery and double the range; both fit under the seat. [Vessla]I decided to quit my day job, hooked up with some scooter knowledge and launched by August 2017 without having any Vesslas. They were on a boat to Sweden. But we opened for pre-orders anyway and sold out the first batch in three weeks. In January 2018 Batch 2 was sold out and now where on Batch 3 and have opened up for Norway, Germany and Spain. A few more EU countries will open during the year.
I'm based in the heart of Silicon Valley, which is tied for second-most congested with Boston (after Los Angeles). How can the Vessla curtail this nonsense?
I think there’s a lot of fuzz about moving from combustion engine cars to zero emission cars. That’s obviously a good idea. But they’re still cars and they’ll be filling up the roads as before. I think there should be more buzz about moving people from cars to light electric vehicles. From wide four-wheelers to slim two-wheelers. Not pods, four wheeled e-bikes or such. Slim LEVs. Like Vesslas. I think bicycles are great but they are obviously not for everyone since so few use them.
Powered by Bosch, which has hundreds of service centers all around Europe. [Vessla]Here in Sweden, which is a pretty decent bicycle-friendly country, only six percent bike to work. About 80 percent still use cars or public transport. A significant chunk of those suffer each day and waste loads of time. I visited San Francisco a month ago and those hills aren’t very bike friendly. I heard that 30 percent of the car usage in SF are people looking for parking. That’s nuts. So yes, the Vessla mission is all about fighting traffic congestion and give the poor planet some slack at the same time. Would probably suit SF and Silicon Valley perfectly.
Speaking of the US, when will Vesslas be available here?
Our goal is to launch in the US during 2019. Focus is SF, LA, NYC and Boston. By then we’ll hopefully have our subscription service The Vessla Club live. I think some kind of servicification will give us a better shot across the pond. Like scooter as a service. Buying a Vessla will be like signing up for a mobile phone subscription. But that’s a secret so don’t tell anyone.
The Vessla is happiest running at 45 kph. [Vessla]Who are the people behind the design, and where are they made?
We had a very simple design thought. The Vessla must look like a scooter. Not a spaceship. Accessible and non-snobby. We left out fluffy features customers don’t use. No app where you can honk the scooter. It’s just a scooter. But it’s totally silent, emission free and very soft to drive. We are new and small so we made a collaboration with some consultants and used the manufacturer for construction.
We make them in China. They are ten years ahead of Europe. But you really need to know where to go. It’s a jungle. So sorry, but no fancy industrial designer. But hey, this is our virginity model. Our Tesla Roadster. We are already under way with Vessla 2 and Vessla 3.
What's next for Vessla; any additional models planned?
Yes, but we won’t say when. Our future focus will be design, safety and theft control. We’ve banned uselessness.
Available in Lebowski Black or Lennox Blue, the 2,200 euro Vessla is coming to America in 2019. [Vessla]
Technology lovers cheered while internal combustion engine Luddites jeered, as MotoGP introduced its fledgling e-bike series with representatives from Fédération Internationale de Motocyclisme (FIM), Dorna Sports, Enel and Energica Motor Company in Rome on February 6.
Former GP 250cc world champion Loris Capirossi vetted several e-bike manufacturers before choosing Italy’s Energica last December [Energica Motor Company]The FIM Enel MotoE World Cup debuts in early 2019, with five European 10-lap races involving seven independent (non-factory) MotoGP teams. The bigger news is the machine on which 18 racers will pilot: the Energica EgoGP, selected by former GP 250cc world champion Loris Capirossi.
According to Dorna, the Energica EgoGP race bikes could have up to 50 kWh of battery on board; Enel will also employ a battery-equipped mobile charger at the five races, capable of recharging the machines in less than 30 minutes. Michelin—sole tire supplier to MotoGP—was tapped to provide tires to the MotoE World Cup.
MotoE braintrust: Energica CEO Livia Cevolini, Dorna CEO Carmelo Ezpeleta, and Enel CEO Francesco Starace at the launch in Rome February 6th. [Energica Motor Company]The star of the show in Rome was the Energica EgoGP, made in Modena, Italy’s famous region for motorsports manufactucturing (Ferrari, Lamborghini, Pagani and Maserati). With a top speed of 155 mph and acceleration of 0-60 in three seconds, Energica claims 147.5 pound-feet of torque at 5,000 rpm, and maximum continuous power of 110 kW (147hp/cv). The motor is synchronous oil-cooled with permanent magnets. In short, plenty of va-va-voom! to go with that sexy exterior.
There’s been some discussion that nine-times MotoGP world champion Valentino Rossi might make it 10 on an e-bike. He’s racing for the mighty Movistar Yamaha factory team, which is not participating in the MotoE World Cup—yet.
Italian energy company Enel is title sponsor of the fledgling MotoE World Cup, also providing charging stations at each event in Europe next year. [Energica Motor Company]
Between June 10 - July 23, 2013, Nicola Colombo and Valerio Fumagalli rode electric motorcycles from Shanghai to Milan, covering 7,691.94 miles through 12 countries in 44 days. This set a Guinness World record, which still stands for the Italian friends / co-founders of Italian Volt, an e-bike maker in Milan that relies on 3D-printing technology.
Along with co-founder Adriano Stellino, the young company has developed (and will soon be producing) the Lacama, a 245kg e-bike with a nearly 200km range and a top speed of 180kph (100mph) with 153 pound-feet of torque. I recently spoke with Colombo and Stellino about the genesis of the company, and what to expect in the next year.
The first Lacama prototype took 6,000 hours to make [Italian Volt]Nicola, you're coming up on five years since your record-breaking e-bike ride from China to Italy. What has transpired since that adventure, and how is the company doing?
I’m happy that our Guinness World record is yet to be beaten! I’ve learned so much from that adventure; not only technicalities of EV that became so useful in our project, but also the resilience to overcome infinite number of challenges, failures, and problems.
Italian Volt is currently in the advanced prototype phase with its first motorcycle - Lacama - but over the last few months we’ve been also focused on extending our engineering operations which are essential to implement all the technologies we have in our roadmap. We’re currently working on projects that span from an AI-based battery management system to innovative thermal management solutions for lithium-ion battery packs, just to name a few.
The future of Italian Volt—beside becoming an iconic made-in-Italy design shop which has its essence in the Lacama motorbike—is to be a solution provider in the fast growing EV marketplace.
Lacama is derived from the Italian word la camaleonte, for chameleon [Italian Volt]Adriano, the lines and the aesthetic of the Lacama is very industrial and modern. What lies beneath that exterior that sets it apart from other e-bikes?
When I first imagined Lacama I knew the proportions of the bike should be dynamic but not too advanced, as e-bikes can be scary to new customers. The result is a bike that appears quite “regular,” but once you get closer you’re attracted and start to catch details.
A big challenge compared to using a traditional petrol engine bike was placing the battery pack and give it a good looking shape while hiding the controller and charger beneath the body.
Hidden in the fine print are the words “Don’t drink and ride; it is illegal and dangerous. Make love instead and ride later.”
Nicola, how long did the first concept take to bring to reality?
It’s been two years now, but somehow it’ll go over for many years more, because we’re creating something unique to every customer, making the journey our mission, not the destination.
Adriano, is it a challenge to procure parts and components from companies like Brembo and Ohlins, or are they more than willing to be a part of the e-bike movement?
A new noiseless driving experience—where the handling and performance are still as important as a combustion engine bike—prompts us to choose aftermarket components (brakes, suspension, tires) from the best companies. A challenge for us is to always combine design and components in a unique way.
You get an 80 percent charge in 40 minutes with the Lacama [Italian Volt]The unibody 'tank' and tail looks intriguing. Was this one of the first design features developed, or...?
I found the inspiring idea of Lacama’s design in sculptures, with no gap or cutting line that divides the body in different parts, only one sculptured shape that follow any single client’s wish. This is definitely something no one else offers in the market.
In automotive design, any car born as a body shape without any lines looks amazing before being “sectioned” by dividing doors, fenders, bumpers, etc. I’ve always wanted to see a vehicle that somehow can skip that part and be really different.
Nicola, when might production models become available, and what is the approximate retail price in US dollars?
We started accepting pre-orders for a small series of 15 units last October; so far our manufacturing capacity has been fulfilled and we’re very happy about it. The first 15 bikes to be produced are designed together with our customers throughout specific projects where we don’t pose any limit. The price is variable as the bikes are quite different one to each other, and started at $38,000.
Our target for 2019 is to scale up the production by maintaining the customization philosophy but offering a bespoke process where the customer can choose among an extensive catalogue of options. This second series will have a list price targeted around $45,000.
Swedish design manager Stefan Ytterborn has worked for globally recognized brands including IKEA, Ericsson, Saab and Absolut Vodka. In 2005 he launched POC, a cycling and snow protective gear company that was purchased by Dainese in 2015. Ytterborn and his new team at Cake just introduced the Kalk electric off-road motorcycle, with a range of 50 miles and a top speed to match.
The frame and swingarm are made made with extruded 6061 aluminum, both CNC jointed and welded with a carbon fiber body. [Cake]Influenced by downhill and enduro mountain bikes, the Kalk motorcycle weighs just under 150 pounds, compared to 250 pounds for a typical off-road ICE bike. Every part of the Kalk—including rolling chassis (frame, cockpit, wheels and tires), components, suspension and drivetrain—was engineered, designed and manufactured for optimal performance.
“Light, silent and clean electric off-road motorbikes will make the era of noise, disturbance, pollution and complexity a thing of the past,” Ytterborn said. “The category will evolve into an independent pursuit, offering action and magic in combination with responsibility and respect toward people and planet.”
A $1,000 deposit gets you in line for just one of 50 limited-edition Kalks, with delivery slated for mid summer 2018. Retail price is $14,000.
The Kalk is a high-concept, limited-production design item, with visual cues reminiscent of Philippe Starck's iconic Aprilia Moto 6.5 - it's those seamless surface transitions and ultra-clean, pale color tones. While it has excellent suspension, brakes, and theoretical performance, it's real-world off-road capabilities remain to be seen - is this a serious dirt bike, or a beautiful trail bike? Or something else - a beautiful object?
Only 50 Cake Kalks will be made, with the $14,000 eBikes starting delivery in mid June 2018. [Cake]The handlebar is made from aerospace-grade 7050 aluminum, is 800mm wide with a 20mm rise and 31.8mm clamp diameter. [Cake]The 15kW mid motor is powered by a 51.8V, 50Ah battery to produce 16 hp. [Cake]The upside down Öhlins fork is air/oil sprung and features 38mm stanchion tubes for extra rigidity and strength, with 204mm travel. Adjustable for high-speed compression, low-speed compression and low-speed rebound. [Cake]The front hub is CNC machined from 7075 aircraft aluminum, using a 25mm axle and stainless steel SKF cartridge bearings. [Cake]
Six years ago, most electric bicycles looked uninspired and frumpy. Battery packs were bolted to the downtube or mounted on a rear rack. While working on his Master’s thesis in 2012, Hannes Biechele and a group of friends discussed what a more natural and integratable eBike drive system could look like.
The Pinarello Nytro eBike weighs just 28 pounds, powered by the German-made Fazua Evation drive system. Photo: Pinarello
“We didn’t like the feel and look of the common drive systems,” the Biechele said. “They were too heavy and bulky for our taste. So we founded Fazua. We then worked very hard to create the Evation drive system—which provides this unique natural driving experience—while being lightweight and integratable at the same time. We started deliveries of the final Fazua Evation drive system in summer 2017.”
The Fazua Evation is a three-part compact drive system: bottom bracket, battery and drivepack. The 2.88-pound bottom bracket provides up to 44.28 foot pounds of torque, while the 250W, 36V replaceable 3.04-pound battery has a range of 31 miles, with a 100 percent charge time of three to four hours. The 4.41-pound drivepack provides pedelec support at 15 mph, and up to 400W of power. Combined, the Evation drive system weighs just 10.33 pounds.
Fazua co-founder and CEO Hannes Biechele in the company’s Munich manufacturing facility. Photo: Fazua
The most high profile bicycle brand to partner with Fazua is Pinarello, the Italian manufacturer which has won more Tours de France than any other maker. The Pinarello Nytro eBike was introduced in late November of 2017, and most onlookers are hard-pressed to understand that it’s not an electric bike, based on its normalcy compared to a stock carbon fiber Pinarello racing bike used by Team Sky.
According to Pinarello’s marketing director Florian Martin, its design lab developed the Nytro in just six months. Martin said Pinarello chose the Fazua Evation drive systems for several reasons.
“A Pinarello must be aerodynamic, beautiful and must provide an exceptional ride feeling,” he explained. “Aerodynamics and design integration are important; the Fazua system is well integrated, when you look at the bike from a few meters, you almost wouldn’t tell it’s an eBike. Also, ride quality; the pedal assistance is smooth and seamless, thanks to a specific software and Fazua algorithm.”
The 3.04-pound Fazua replaceable lithium-ion battery offers the best ratio between energy and weight. Removing the drive pack and battery drops the overall weight close to 20 pounds! Photo: Pinarello
The Nytro weighs just 28 pounds, and is designed to work without the battery and drivepack, taking the weight down to a rather competitive 20 pounds. The €6,250 bike is currently just available in Europe, the UK and Switzerland. I asked Biechele when Fazua-equipped bikes will be available in the US.
“We’re working on selling in the United States,” he said. “But unfortunately, there are some bureaucratic obstacles we have to face first. By 2020 Fazua-equipped bicycles will be available in the US. For anyone interested in trying Fazua out, we will be at Interbike in Reno this year.”
The Fazua Evation bottom bracket with a double-side torque measurement and integrated cadence sensors, to allow the system to adapt in real time the amount of power provided to the chain. The result is a pedal assistance that’s effective but not invasive. Photo: Pinarello
Biechele and his team now total 30, with plans to hire another 20 people by the end of 2018.
“As we are producing everything here in Munich, we’re mostly looking for support in the production area,” he added. “The other departments will grow this year, too. Our current partners are Cube, Focus, Fantic, Bianchi and Pinarello. In 2018 we will be represented in gravel, urban, road and cross-country bikes. Additional bikes and manufacturing partners will be launched in summer 2018. Some of them are big names and others are complete newcomers.”
A simple and easy remote control on the handlebar. Through three buttons and a display LED bar, it allows the rider to read the battery state of charge and control the five riding modes functions. Photo: Pinarello
Twenty-nine-year-old French designer Martin Hulin grew up riding motocross and racing motorcycles. He started his career in the bicycle industry for Cycles Devinci in Canada, designing the Wilson Carbon downhill bicycle, then transitioned to motorsports with the Formula E Season 3 facelift and other electric automotive projects. Launching Essence Motocycles with Pierre-Yves Gilton brought him full circle to his throttle-twisting roots. (Note: the term 'motocycle' is among the oldest for a powered 2-wheeler; Indian used it until 1934! - Ed.)
We spoke recently with Hulin from his office Lyon, France about his $60,000 custom electric motorcycle, and future plans for the company.
The Essence E-Raw on the road - different! [Thomas Cortesi]How did the first e-raw bike evolve?
I initiated the design of the e-raw concept a few years ago. Pierre-Yves joined the project two years ago and managed the powertrain development. Since then, with skills and passion of each member of our team and partners, the e-raw is a riding prototype. We officially launched Essence in early 2017 by introducing a very limited series of 10 fully customizable electric motorcycles.
Essence co-founders Martin Hulin (l) and Pierre-Yves Gilton. [Thomas Cortesi]How many orders have you taken, and where in the world are those customers?
People ride motorcycles all over the world, so purchase requests come from the four corners of the earth. We already registered four reservations; it goes fast and we’re happy to meet our first customers’ needs. In order to reward the pioneer spirit of our first 10 customers, they will also receive a company share of Essence Motocycle.
Rather impressive that Pierre-Yves developed the battery pack, which some consider the true intellectual property of an electric bike. How long did that take to develop, and are you happy with its performance so far?
For me, motorcycling is about passion and performance. Powertrain is always a big deal and especially for electric bikes. Pushing boundaries of power storage, we developed our powertrain for both performance and range. Pierre-Yves has great expertise in AC/DC stuff and is doing an awesome job. It’s not the first time he has engineered a powertrain as he developed many electrified automotive projects before.
The wooden seat is reportedly more comfortable than it looks, and fills the design void left by not having a standard gas tank. Does its profile remind you of a skate or surf board? [Thomas Cortesi]
It took only several months to run the first riding tests of e-raw but since then, we haven’t stopped improving the performances. We matched our goals: 200 km/h speed and 200 km range. But the more power you get, the more speed you need, so we keep pushing.
A 368-pound motorcycle hits the sweet spot. How did you determine your wheelbase and steering geometry?
Weight has always been the enemy of speed (and range for electric bikes). So we worked hard to keep it simple, because what is simple is light. Just like what is simple is robust and what is robust is lasting.
The brushless motor is made by Emrax, and the battery management system is from Elektromotus. Gilton’s battery pack uses a CCS quick charging system, ready to go in 30 minutes. [Thomas Cortesi]
Leonardo da Vinci once said “simplicity is the ultimate sophistication.” At Essence this rules our decision-making processes. The frame geometry was designed for a natural ride whatever the riding mode. The feeling is clean and sharp.
What are your plans once 10 people have received their e-raw machines?
We’re already preparing the next step, mixing industrial organization and handcrafted work. Stay tuned, because 2018 will be electrifying!
A steel trellis frame takes a page out of the KTM and Ducati notebooks. [Thomas Cortesi]
As a teenager growing up in Marin County, California, Joe Murray built wheels and assembled bicycles for mountain bike pioneer Gary Fisher, before becoming a national champion cross-country racer. This led to stints designing bikes for Bob Buckley’s Marin Bicycles, Kona and VooDoo. A quarter century ago Murray became a skunkworks tester for the mighty component maker Shimano, providing critical feedback before, during and after the prototype and production process.
1985 racing in the Suntour Pacific States Series in Bend, Oregon. [Found on Old-School MTB]Murray was inducted in the Mountain Bike Hall of Fame in 1988, and hasn’t rested on his laurels since. The 54-year-old has a shop in Flagstaff, Arizona, where he tests the latest Shimano STEPS electric mountain bike power plant. We spoke recently about the genesis of the Japanese giant’s foray into e-bikes in this exclusive interview.
When did the discussion in Japan begin about Shimano STEPS, and when was the first working prototype installed on a bike in your Flagstaff workshop?
There’s a division at Shimano where we come up with ideas and produce prototypes for testing and proof of concept. Many of these projects never get produced. In this respect, we’ve been testing off-road electric bikes for over a decade in one form or another. I like to think we used this early E-MTB Shimano testing experience when we started with Shimano’s first bottom bracket drive unit (E6000) for commuter bikes.
The carbon Pivot Shuttle relies on the Shimano STEPS E8000 drive, and at 44 pounds is one of the lightest full suspension E-MTBs available, but only in Europe for now. Photo: Pivot Cycles
Even though this drive system was intended for commuting, we began testing it off road before it was introduced to the public. During this time the project for a dedicated off-road drive system (E8000) began. We had already been testing Bosch-drive bikes and others for a long time. The development cycle can go a long time until we get it right. So it’s been quite a few years since I got the first E8000 bike sent to my shop for long-term testing. We then went through a number of pre-production drive units until it was released.
You’ve had a Pivot Shuttle eMTB for how long now? Tell me what it’s like riding a 44-pound full suspension pedal-assist bike around the San Francisco Peaks.
I first rode the Shuttle over a year ago and had my own not long after that. We’ve tested many full-suspension MTBs. There were a few Shimano STEPS-specific test bikes I had for long-term testing, but it wasn’t until I got the Pivot prototype that I felt I had a bike as dialed in as this. The guys at Pivot have been committed to the Shimano system from the beginning and the owner Chris (Cocalis) was really cool to show me how the development of the bike was going from early on. The prototype bike is made from aluminum, which is what many companies build to test before they begin tooling for carbon. The production Shuttle is carbon, and I’m still on the aluminum prototype because it’s a great riding bike.
A 500Wh lithium ion battery provides the extra oomph. Photo: Pivot Cycles
We have hundreds of miles of trails right out of town and specifically really good motorized trails here in Flagstaff. There are quite a few moto riders here, including Rob “Fig” Naughton, a local off-road legend who also raced downhill mountain bikes. Fig made the effort to keep local trails open to motorized use. This is important to E-MTB riders.
How challenging was it to lighten the E8000 powerplant and create an almost seamless aesthetic with the drivetrain and downtube battery placement? And how much co-development did you share with Chris at Pivot? Getting the suspension and handling dialed must’ve been a challenge with an extra 20 pounds compared to a non e-bike.
Weight is not really the hard part since it’s not critical to managing overall control. Most of the work was getting the drive unit output to more seamlessly match rider input. There were countless days of testing different firmware that focused on the profile of how the power matches the rider input so it does not surge or remains on just long enough for a smooth feel with each pedal stroke. The torque sensor has to be nearly perfect to read the rider output and respond how we want it to on the trail in as many conditions as possible.
The Shimano STEPS E8000 is a 250W drive unit offering up to 70Nm of torque. Photo: Pivot Cycles
We knew early on the power matching issue of course, but also we found that having to switch power modes too much was not ideal. The best thing would be to never have to change the power mode at all. And I think we’re closer to that than anyone else. It’s too much of a hassle to switch it higher to power easily up a steep section and then having to switch it lower so the bike does not surge into corners or rocks at lower speed. There’s the dropper seatpost to constantly adjust so we don’t want another lever to push constantly.
We worked with Chris to some degree because he was testing prototypes with the Shimano drive system. And as far as the extra weight and all that, they knew what needed to be done to the suspension and geometry get the bike to handle properly. The Shuttle is based on a Switchblade, yet it only started from that and became quite a different machine obviously.
The Pivot Shuttle retails for nearly $12,000 in Europe. Photo: Pivot Cycles
All things considered, it hasn’t taken very long for the bicycle industry to ramp up high-tech battery-powered machines. What will we see in the near future from Shimano?
I can’t really say what we’re planning next, but there are many ideas and projects happening. These bikes are a blast to ride and a killer workout, too. I use it on recovery days since I can dial in the level of effort really easy which makes it a great training tool. Yet it’s quite a different beast to ride and the bottom line is it’s really fun. The more that riders discover E-MTBs the more they’ll want to ride them. I’m stoked that Shimano is fully committed to it and that I’m a part of it, too.
Joe Murray has been developing mountain bike technology for several manufacturers for more than three decades. Photo: Maurice Tierney
MotoGP gets a new category in 2019, the Moto-e World Cup, with bikes provided by Energica.
As we reported recently in our interview with Belgian e-bike maker Saroléa, MotoGP owners Dorna were quietly testing several electric bikes to decide which single manufacturer would supply racing machines for the five-race Moto-e World Cup in 2019. Mugen, Lightning, Saroléa, and Energica racers were vetted by former 250cc World Champion Loris Capirossi, with Italiy's Energica chosen to supply its race-tuned and modified Ego machine.
The 570-lb, 145 hp Energica Ego will go on a strict diet before its debut in 2019.
“The FIM Moto-e World Cup is a new and exciting project for Dorna, and it makes us very proud to announce Energica will be the supplier in this new venture,” said Dorna CEO Carmelo Ezpeleta. “We believe in excellence, quality and performance and we cannot think of a better collaborator with whom to launch the FIM Moto-e World Cup. Energica are an industry-leading and innovative company and we look forward to the incredible spectacle of electric-powered racing together.”
Eighteen riders will contest five races in Europe only, with a minimum of 10 laps per race.
The street Ego accelerates from 0 to 60 mph in three seconds, reaching a top speed of 150 mph, faster than a 600 supersport. The Ego’s battery, inverter, charger and ABS are constantly monitored and managed by the Vehicle Control Unit (VCU), completely designed and developed by Energica. The VCU implements multimap adaptive energy, and a power management algorithm manages the bike.
Additionally, the Ego does not have a gearbox or a clutch; everything is regulated by the ride-by-wire system, allowing the rider to control the acceleration torque of the motor and deceleration based on the regenerative torque or engine braking. Enerica manufactures its bikes in the same region as Ferrari.
“We are proud to have been chosen by Dorna and we are already committed to this project,” said Energica CEO Livia Cevolini. “The passion for engines is what brought us here, to build new dream vehicles right in the beating heart of the Italian Motor Valley, Modena, Italy. Moto-e is an excellent project. After all, it is what we hoped since our racing years, now it can be managed professionally thanks to Dorna and its unique and long-lasting experience.”
When the green light flashes for that first FIM Moto-e World Cup race start in 2019, the roar of the crowd will certainly be heard over the silent running of 18 Italian e-stallions, and we can’t wait.
The piercing steel-blue eyes of Livio Suppo will no longer grace the MotoGP paddock, as the 53-year-old Italian recently announced his departure as team principal of the mighty Repsol Honda Racing following Marc Marquez’s fourth premier class world title in late November. In a surprise move, Suppo will join long-time mountain bike riding friend Stefano Migliorini at Thok E-Bikes, the Italian electric mountain bike company already making ground in the burgeoning market. Suppo’s decision to jump from MotoGP to e-bikes will certainly have large ramifications.
We spoke with Suppo to discuss his new career path after he took time off from his celebrations with HRC.
Toni Bou with the Thok prototype E-Bike
Q: Congratulations on your new career shift! I bet it felt good to leave the MotoGP world with another championship under your belt. How long ago did you make the private decision to step away from motorcycles and into electric mountain bikes?
Ciao! Well, it’s been a long process. I knew I didn't want to stay in the paddock all my life. I started planning to do something else few years ago, and at the end of the 2017 season I thought it was the right time to leave at the top. This gives me energy for my new project.
Q: How long have you known Stefano Migliorini, and how did you begin working with him and Thok? Tell me about TCN Group, and what your involvement will be.
I’ve known Stefano for many years, and we’ve always wanted to build up something together. This became a reality when we spoke with Giuseppe Bernocco and Sebastiano Astegiano, main shareholders of the TCN Group. We’re proud to have been able to build up Thok E-Bikes, a company that has the perfect mix of passion and entrepreneurial skills.
Details of the Thock E-Bike battery and crank-centered motor
Q: The pageantry and spectacle of MotoGP was be rather addictively intense. Did you enjoy your 22 years at that level, and what will you bring to Thok from that experience?
I enjoyed great times in my MotoGP career. I had the honor to work for big brands, from Benetton at the debut, to Ducati Corse and Honda Racing. As a motorsport addict I couldn't ask for more! I hope that I’ll be able to bring good ideas and the same dedication to Thok as I did to my former MotoGP teams.
Q: What did you learn the most from your time in the MotoGP paddock?
Many things! I spent 22 years of my life with them, so clearly I learned a plenty. The most important thing is "never give up." In racing as well in life, this is a must.
The Thok partners with their prototype E-Bike
Q: You’ve worked for two titans of the motorsport world, Ducati and Honda. As we see with the bicycle world, Shimano reigns supreme, with Bosch, Continental and others joining the electric bike revolution. Even Yamaha has entered the arena. Where do you and Stefano plan to take Thok? Will you rely on the contacts you made at the highest level of MotoGP?
The Thok E-bike project is super exciting! Stefano and I are building this "start up" in a fast growing market. Everything is new for me, while Stefano has experience in the mountain bike world, where he was a professional racer in the `90s. Our goal is to build something special, with high performance ebikes with an Italian design in cooperation with famous MotoGP designer Aldo Drudi. Toni Bou, 22 times world trials champion, is our brand ambassador and also helped us develop the MIG model. And we have several clients related to MotoGP, including 250cc world champion Loris Capirossi.
Livio Suppo and Stefano Migliorini, partners in Thok E-Bikes
Q: What’s the potential of electric motorcycles, now that Dorna has committed to a new support class? Mugen certainly seems to be the favorite for Dorna’s one-make plans debuting in 2019.
It’s difficult to say in the short term. The future will certainly include electric in MotoGP, but nobody knows when and if a complete switch to electric will happen in our lifetime. Dorna, as always, has done a good job anticipating the future and I think they will be ready thanks to the new support class.
Livio Suppo with Aldo Drudi on the design of the Thok E-Bike
Artist Billy Al Bengston packs quite a wallop in his slight 83-year-old frame. One of his best friends is architect Frank Gehry, who, like Bengston, came west to ply his avant-garde craft at a time when design, art and culture was rigid and uptight. Bengston was a motorcycle racer, and his abstract approach to art attracted other like-minded characters in `60s southern California, where Bengston has called home ever since, specifically Venice. Actor and director Dennis Hopper, portrait artist Don Bachardy and his partner—the novelist Christopher Ishwerwood—blended cultures and influences that still resonate decades later.
Billy Al Bengston on his BSA Victor in the Ballona Wetlands, Marina del Rey, California, 1966. [Billy Al Bengston]In the late 1940s, Bengston’s family shed its Kansas skin for a new life in southern California, where Billy Al would shape pop art while racing motorcycles, surfing, and riding his bicycle around Venice. He eventually took residence in an old newspaper building near the beach, where work space and gallery space combined, and his friendships with Andy Warhol, Hopper, Gehry, Bachardy and others influenced a legion of artists. Bengston's 'Artist's Studio' at 110 Mildred Street—a nondescript brick building blocks from the ocean and muscle beach—has been his home for nearly 70 years. His nickname, Moondoggie, was borrowed for a character in the surfer movie Gidget, sparking a watery revolution in the late Fifties.
In the early ’60s, Bengston began racing motorcycles professionally; he found inspiration in the bikes, incorporating them as a subject. At the same time, Bengston made his name in the art scene by using lacquered auto paint to create high-gloss geometric and abstract forms on metals and canvases, using the chevron and iris as his calling cards. "Both racing and art take tenacity, talent, hard work, knowledge and skill," he said in a 2004 interview.
Bengston's legendary painting 'Skinny's 21'; a BSA Catalina Gold Star
In October 2016, Bengston had a showing at VENUS Over Manhattan gallery on Madison Avenue in New York, where he presented his B.S.A. Motorcycle Series, (1961), 12 paintings originally shown at Ferus gallery on North La Cienega Boulevard in Los Angeles in 1961, in addition to new blue monochromes dedicated to Aub LeBard, an off-road motorcycle racer, and co-owner of the LeBard & Underwood motorcycle shop, Bengston’s first sponsor. “I went to Europe in 1958, and rode all around on a Lambretta,” Bengston said in an interview with Jennifer Samet. “I returned to New York, waiting for my scooter to come. It finally came, but they managed to drop it off the van, and bend the front forks. I sent it back to California but I couldn’t get anyone to fix it. “I called around and finally talked to the LeBard shop. Even though they were a B.S.A. motorcycle shop, they agreed to fix it. I so admired the motorcycle racers and the people. I said, ‘I have got to get into this.’ It was a thrill and a half. Aub LeBard was an inspiration and later became my sponsor.
Billy Al Bengston pondering his BSA racer in his studio in LA, ca.1966
“Racing motorcycles was supposed to be the most dangerous thing you could do,” Bengston said. “So I did it to make a living. I did stunts in movies, too. I had done gymnastics training. I always tried to take a job that would pay the most for the least amount of time, so that I could go back to work quickly. I could jump off a building and make enough to live for a month, without even thinking about it. Sometimes it would be enough to live for three or four months—rent and food.” Bengston’s grit came from his pursuit of a handmade world, one where he determined his vocation and destiny. Thank God it included motorcycles. “I do what I do,” Bengston added. “I have no fucking idea why. When I painted these motorcycle paintings, I pissed people off beyond belief. I don’t know why. They’re just paintings. You don’t have to look at them. Whenever I get in trouble, I quote Ken. He said, `The only thing you have to do to outrage people is anything.’ Throughout his career he’s ebbed and flowed with monochromatic paintings, which he says is somewhat of an inside joke. His 2016 show included a motorcycle he raced, which he got from Aub’s shop.
One of Bengston's thematic images, the chevron, both a graphic shape and - just possibly - a reminder of the Vietnam war being raged at the time
“At the time, I told him, ‘I’m going to paint this motorcycle.’” Aub said, `You can paint it any color you want to, as long as it’s blue.’ Everything he owned was blue. It’s a challenge to do everything in monochrome. You have to do a lot with textural variation—thin and thick paint. You remove highlights so you have to build highlights. You remove the center of interest, so you have to build center of interest. They’re all built differently.” Bengston also thinks inspiration comes and goes, but is never eternal, and rarely replicated.
Bengston's 'Ideal Exhaust' (1961)
“The painting Ideal Exhaust (1961) is so naïve that I could never do it again,” he said. “I couldn’t do it that good. I don’t think there’s anything here I could do again. If you get it real realistic, you can do it again. But if you’re clumsily making it abstract, it’s very hard to repaint. You don’t have the instruments; you don’t think the same way. Your hand works differently.”
'Barrel and Exhaust Pipe' (1961)
“There are mistakes in that painting that I can’t believe that I made—three or four things I could point out, but I won’t. If you look at Barrel & Exhaust Pipe (1961), the exhaust pipe is incorrectly placed. It don’t look like that. I don’t know why I did it that way. Maybe because I couldn’t do it right, and I thought no one else would know the difference. I’m not really anal compulsive. I sorta like zits sometimes. If you like perfection, it ain’t gonna look perfect later. You’ve gotta learn to love it (or not).”
Joseph Saroléa established his arms factory in Liège in 1850, and like many manufacturers of the era evolved his company into a bicycle maker in the early 1890s. His sons bolted a 1.5-hp 247cc engine to a Royale Saroléa bicycle, and were soon exporting their race-winning motorcycles to Italy. By 1910 they sold 10,000 bikes, mainly V-twins. Times were good for the Belgian maker throughout the early part of the 20th century, but like many of its European contemporaries, the `60s proved difficult, and by 1973 it ceased to exist.
At the Isle of Man TT, rider Dean Harrison took the Saroléa SP7 to 4th place with a race average of 108.064mph
Twin brothers Torsten and Bjorn Robbens bought the brand and established a manufacturing facility in their hometown of Ghent. To tighten the historical corporate thread, their great uncle was a successful Saroléa motocross racer named André Van Heuverzwijn. I spoke with Torsten recently, just as he was preparing to have MotoGP’s safety advisor and former 250cc world champion Loris Capirossi test his SP7 for potential inclusion in the new electric class being introduced to the MotoGP series in 2019.
The Sarolea SP7 being wheeled on the Isle of Man TT circuit
Q: Torsten, tell me about your work background prior to acquiring Saroléa.
I’ve been riding bikes with my twin brother since we were four years old. Spent 10 years working in F1 and Le Mans endurance racing. Still the youngest team manager to win Le Mans with Audi Japan Team Goh. Have worked on several space projects providing lightweight carbon fiber optical parts
Q: I first learned about Saroléa when I watched a video highlighting the MANX7. Not only was the scenery luscious, the bike was heavenly, unlike any modern bike I’ve seen before. Tell me about the decision you and Bjorn made to relaunch the Saroléa brand.
Following the first electric motorcycle race at the Isle of Man TT, we saw a unique opportunity to combine our skills, to design and build our own electric motorcycle. We have a long motorcycle history in the family, and a very special relation with the Saroléa brand. Our grand uncle was a factory rider for Saroléa in the 1950s, so it seemed logical to acquire the brand rights to the one of the oldest motorcycle brands in the world, and give it a new boost.
Q: What prompted you to enter the electric motorcycle space after acquiring the Saroléa brand in 2008?
It was rather early days for non ICE bikes even then… Our goal has always been to make sure the Saroléa brand is still around in 50 years’ time. It was still early days, but the potential of an electric drivetrain is so huge that it can compete with the best combustion engines. It is far more reliable and less complex, meaning you can enjoy riding the bikes more because maintenance is almost nonexistent.
Q: Participating in the Isle of Man TT cannot be inexpensive. Do you believe strongly in the old adage “win on Sunday, sell on Monday?” In other words, are you hoping that the experience and publicity associated with racing will bolster sales of the MANX7?
This is exactly the case. The major part of our sales comes directly from the fact that we are racing the Isle of Man TT. It gives us a global coverage, and sets us in direct completion with some of the biggest brands out there. The Isle of Man TT is probably the hardest proving ground on the planet. It makes us push our technology and our bikes to the limit, resulting in road bikes for our consumers that are at the forefront of EV technology.
The 2017 Sarolea SP7
Q: Speaking of the MANX7; how many have you sold, and what is the retail price range? What target demographic are you pursuing?
The 2018 MANX7 will get its world premiere later this year but we have already sold the first 10 bikes. Prices start at €50,000. Our customers are people who enjoy handcrafted, high-performance vehicles.
Q: How did you manage to get a 90 percent charge time of just 25 minutes? That’s more than impressive, especially with a 300km combined range.
The range is a direct effect from our TT bikes performance where extremely high speeds over a long distance mean for road use the bikes can travel more than 300 km. We have always focused on fast DC charging, because no customer wants to wait 8 hours to charge up a bike. Our partnership with ABB (No.1 in the world for fast DC charging) has led to technological results that allow extremely fast charging with minimal impact on the battery life.
Q: Getting back to the Isle of Man TT effort, you have some impressive technical partners, namely Bridgestone, Cap It and Beringer. Where does your financial backing come from?
Biggest part of our racing program is self-funded. Bridgestone and DQ Advocates are our main financial partners. Of course, to make successful racing bikes, the technical input and support of all our suppliers is crucial. We co-develop technology with them, which we implement in the road going bikes we sell.
Q: Two fourths and a fifth on the Isle is rather impressive, especially reaching 108.064 mph. How does a small manufacturer like Saroléa find the extra oomph to improve for next time?
Performance at the TT is driven by handling, weight, aero and of course battery technology. Our electric drive train is so powerful that it is capable of remaining the same even when batteries become better in the years to come. Our biggest advantage is our agility to implement new technology very quickly. Being a relatively small company is certainly an advantage compared to our bigger competitors.
Q: Norton’s Stuart Garner is also keen to do well on the Isle. Have you chatted with him and shared hopes and dreams?
We have a good relationship. There are of course many similarities between both companies. For both companies racing at the TT is important.
Q: Dorna recently announced plans for an all-electric MotoGP support class to begin racing as early as 2019. Is it feasible for Saroléa to be a part of that someday?
Dorna is testing our bikes in the next couple of weeks, and of course we are looking forward to having an electric class in the MotoGP.
Q: With your engineering background, how did you first conceptualize the Saroléa you wanted to offer to the world?
The starting point was from what I have learnt in F1 and Le Mans prototype racing, a carbon monocoque chassis with front suspension bolted directly to the monocoque. The motor is fully stressed and the rear swing arm pivots around the motor axle. Fewer components, each having multiple functions, limits the weight and complexity of the bikes. From a design point of view it is a mix of bikes and cars that have inspired during my childhood. Of course our teams of engineers have taken the bike to a higher level in the past years since I started. Their software development has made the bikes more intelligent and user friendly. We are building high-performance machines for the track, which any rider can use on a daily basis.
Q: What are the long-range goals of Saroléa?
We want to continue developing our technology in racing. This is, and has always been a crucial part in the DNA of Saroléa. The goal is to have more people enjoying the excitement of riding our bikes.
Q: What are your plans—if any—for North American distribution?
The US is part of the plan. We are working hard to make it happen as soon as possible. We will start with Europe and then move on to the rest of the world. Even from the US, you can pre-order your Saroléa today.
Q: Tell me a bit more, if you can, about the bike you provided to Dorna for testing.
It was one of the bikes that has raced at the TT and is also road-registered for the public roads. We removed the number plate for the MotoGP test! In case we would be the selected constructor for the 2019 series, the machines will be very close to the road bikes. Again this is within the Saroléa spirit to develop on the track and integrate the know how in the street bikes. The suspension and geometry will be modified for the GP rider and track conditions.
Q: Will Saroléa always be electric?
We want to build exciting motorcycles. The world is evolving rapidly and we keep an open mind towards any kind of clean propulsion that the future may bring.
Q: The worldwide stable of electric bike manufacturers is small compared to ICE, just like the automotive industry. Do you think your efforts with Saroléa will put Belgium on the map? Any possibility of working with an American partner?
Although our team is international, it would make us all very proud to put Belgium back on the map. We get great reactions from fans and manufacturers from all over the world. I believe we are making a positive impact. We have very good relations with several American manufacturers, so it is not unlikely that we will work together at some point.
