Triumph also made bicycles in the 1970s, but this is a modern pedal-assisted electric model with some hi-tech features such as digital instruments.
Trekker GT weighs just 2.88kg and is powered by a 250w 60Nm Shimano Steps E6100 motor and Shimano E8035 504Wh battery, all neatly hidden in the front stem of the frame.
It was designed in-house and will be available in Europe with other markets to follow.
There is no word yet on price.
Triumph Trekker GT E-bike tech specs
Frame
6061 Hydro-formed aluminium frame with integrated lockable battery
Ebikes or pedal-assisted electric bicycles are growing out of control in many countries, creating danger for other road users, robbing motorcyclists of parking and giving all riders a bad name.
There are now calls in Australia and around the world for regulation or registration for these vehicles.
In China it is so bad, more than 10 major cities have restricted or banned them, despite the bikes providing cheap and easy transport.
Many see them as a green transport alternative that free up the city and provide cheap transportation with some health benefits.
However, some Chinese authorities claim ebikes are dominating bike lanes, endangering bicycle, motorcycle and scooter riders as well as other motorists. They are also riding on footpaths and paying little attention to road rules.
Ebikes epidemic
Chinese bikes destined for Europe (Image: Electrek)
Many other countries are now finding similar problems with the burgeoning growth of ebikes and the EU has complained about China dumping bikes in Europe.
There is a fear that they will grow even faster in the post-pandemic world where people eschew public transport because of the dangers of infection.
Motorcycle manufacturers such as Ducati and even Harley-Davidson are getting into the ebikes trend.
Harley ebikes
Like many countries including Australia, you can ride an ebike without a licence.
In Australia, they are limited to 25km/h, but illegal and virtually untraceable modifications can make them such faster and more dangerous.
2020 Zero SR/S review by Adam Child ‘Chad’ – Images by Milagro
Californian electric motorcycle manufacturer Zero have largely led the way in the electric motorcycle space since they launched their first fully electric production motorcycle back in 2010. Now on the back of the successful SR/F they’ve launched the sporty SR/S.
Zero does not currently have a presence in Australia but our UK based contributor recently sampled the new SR/S and we thought you might be interested in his thoughts.
Zero have just launched the SR/S sportsbike, based on the SR/F
The £19,500 base model features new suspension and sleek bolt-free bodywork, helping improve range by up to 13 per cent compared to its naked counterpart, which the new model is heavily based upon. [Converted into Australian dollars,that translates into around 40k AUD, if you could buy it here…]
Yes, there’s virtually no noise, just the slight wine of the carbon belt drive on rapid acceleration, and the odd scrape from my knee slider as it touches the warm coastal road. I have no gears and no clutch to worry about, instant torque and multiple rider aids backing that up though does add some level of security.
The Zero SR/S retails for £19,500 in the UK, but aren’t available in Australia at this time
Would I swap for a conventional petrol bike? You know, I’m unsure, which might just be a first. There is no hiding the fact the ‘top-spec’ Zero SR/S is expensive at £19,590 for the base model or £21,590 for the premium model, which includes a six-kW rapid charger, heated grips, and aluminium bar ends.
But there are some long term monetary savings on purchasing an electric bike. This is the part where I wish I’d done A-level maths, not A-level drama.
There is virtually no maintenance as there aren’t any liquids aside from the brake fluid, [Zero do list a minor service-style check every six months, or 6500 km for SR models]. Even the carbon belt drive will only need an initial adjustment after the first few hundred kilometres, then it shouldn’t need looking at for another 32,000 kiloemtres. No conventional combustion engine means no filters or spark plugs. A petrol bike service can be between $300 and $800 per year, even more if you are talking exotics.
Minimal moving parts on an electrical bike promise low servicing costs
Obviously, the biggest saving will be fuel. This is where I attempt some very rough, estimated costs. To fully charge the 14.4KW battery at home, will cost approximately $6 AUD depending on state power costs. And for argument’s sake, let’s say a full charge will last 160 kilometres, so that’s around $4 per 100 kilometres.
The SR/S should also offer considerably cheaper running costs than a fuel powered counter-part
If you can charge for free at work it’s virtually free commuting. The only thing you’ll have to pay for is insurance and an occasional small service. The Zero SR/S could save a long range commuter quite a few bucks, but a small-mid capacity scooter would still probably work out just as cheap. But for the price of the Zero you could have that scooter, and perhaps a sportsbike and a dirtbike for the same money!
Range
Range is the big question. Interestingly, Zero are happy with their claimed range and have discovered through market research that the average rider will ride around 100 miles for a recreational ride, while the average commute is considerably less at around 20 miles.
Zero claims the new sculpted bodywork gives a 13 per cent increase in range, but this is only when prone or tucked in. So, yes, on the motorway, stay tucked in and you’ll enjoy 13 per cent more range – but would you?
There’s a lot more variables with the mileage you can expect on a machine like the SR/S
Zero also say that when riding normally the range is the same as the naked SR/F because the S’s bars are higher and the pegs are lower. In other words, the aerodynamic effects of the new fairing are only advantageous when laid on the dummy fuel tank.
At 110 km/h on the highway it is good for just over 130 kilometres, and a combination of city and highway returns a range of around 175 kilometres.
The SR/S should be good for a range of up to 260 km according to Zero
In the real world, range ultimately depends on how you ride, your size, weight, wind, hills… even tyre pressures. Some taller, heavy-handed riders had worse range figures than me, but during the test in the south of France, I calculated the following.
After a steady ride, with a very short blast on the motorway, I travelled 37 kilometres and used 20 per cent of the battery’s charge, and had an indicated range remaining of 138 kilometres. Further along, using eco and street modes, I had 70 kilometres done, 58 per cent battery remaining and an indicated 100km range remaining.
Finally, after a very brisk ride, motorway, plus more town work and 110 kilometres done, I had 26 per cent battery remaining and 46 km remaining. Roughly speaking that’s a 160 kilometre range, with the rider starting to think about re-charging after around 120 kilometres of ‘normal’ riding. However this could be less on faster roads.
When it comes to re-charging you have to think of the SR/S as a smart phone. You’re so dependent on your phone, you’d rarely allow it to run out of charge. I generally use mine throughout the day and, when I get home or when I got to bed, plug it in at about 20 per cent life – and it’s back to 100 per cent in the morning.
Charging time varies between the standard and premium model, which features a fast charger, but should top out at about the 4.5 hour mark
Alternatively, I plug in at my desk in the office and have 100 per cent power for the rest of the day. It’s the same for the SR/S electric bike: get to work, plug in, and have full charge during the working day. A normal 3 kW fast charger will have the SR/S back to full power in 4.5 hours on the standard bike, and just 2.5 hours on the premium model.
However, as you should have 15-25 per cent battery left, you’re looking at considerably less time, say four hours for a 95 per cent charge from flat, two hours on the premium. On a fast charger it will take 1.3 hours for a 95 per cent charge and just an hour on the premium model.
It’s worth noting the last five per cent of charge takes the longest, around 30-minutes as the bike is optimising the battery. Therefore 30-minutes on a fast charge could see a percentage rise from 30 to 90 per cent, barely enough time to order a coffee and drink it.
The availability of charging stations or being able to charge at work will be big factors for some riders
As electric bike and cars develop, charging stations will become more popular and there are numerous apps on the market that highlight where they are. In fact, in some regions of the world you can even pre-book a charging point in advance .
Electric power and torque
If you’ve never ridden an electric bike before, you’re in for an enjoyable surprise. Torque is instant; in fact, on the dyno the SR/S makes peak torque from less than 500 rpm, then it’s a flat curve of 190 Nm until it eventually tails off. No gears and no clutch mean it’s easy to launch from a standstill too. At the traffic lights GP it will give most conventional petrol bikes a run for their money in a race to the national speed limit.
The SR/S offers up to 140 ft-lb from 500 rpm, although ride modes offer some significant variance
There are four main ride modes to choose from: Eco, Rain, Street, and Sport. Each mode changes the power characteristics along with peak torque. They also change the level of traction control intervention and re-gen braking (which is like conventional engine braking but also re-charges the battery).
The modes can be switched on the move, and there are additional custom modes in which you can dictate the bike’s performance – for example full power, no TC and no engine braking for track action. Each mode illuminates the full colour TFT dash to a different colour and it’s simple and straightforward.
If you download the app you can even change the modes remotely from your phone. For example, if you’ve stopped for a coffee and have your bike on charge and it starts to rain you can switch from sports to rain – all from the warmth of the coffee shop.
A phone app also offers remote control of the electronics
Unlike some petrol bikes, the modes do dramatically change the power and feel of the bike. In Eco mode the power is soft, top speed is limited to 120 km/h, and there is plenty of engine braking, or re-gen – so much so you only need the occasional brush of the brakes, even when you’re making steady progress.
Around town or on the slow coastal roads of southern France the Eco mode was more than enough, and I’m guessing in any major city you wouldn’t want any more. If I were comparing its output to a petrol bike, I would think of KTM Duke 390 to 120 km/h.
There is a noticeable step up on power from Eco and Rain to Street. Now the Zero is more comparable to a Suzuki SV650 or Kawasaki Z650. Overtakes don’t have to be as calculated, top speed isn’t restricted and the reduced engine braking is instantly noticeable. Again, on the twisty roads in the south of France, I was more than satisfied with the street mode.
The SR/S comes alive in full sport mode, with top speed restrictions removed, freeing the full performance
Even when we hit the mountain passes, I didn’t want any more power and I was able to have a spirited, enjoyable ride. The Street mode should be fine for 80 per cent of the time away from fast A-roads or the motorway.
However, flick into the full sports mode and the SR/S comes alive; acceleration no matter what the road speed is rapid. There is no lag, no hesitation, you’re instantly propelled towards the horizon. On the motorway I was blown away by the rapid roll-on acceleration from 100 km/h to 130 km/h, which took me by surprise.
Sport mode offers a direct connection between throttle and power
Unlike a petrol bike you don’t have to kick back a few gears for instant power, instead it’s always there, and hugely impressive. In this mode it’s hard to compare to a petrol bike as top speed is claimed as only 200 km/h, but that acceleration – the way it feels when you roll on the throttle – is like a big sports naked, a Z1000 perhaps. The only downside of the sports mode is that it quickly zaps power from the battery, greatly reducing the range.
Electric advantages
No noise means you can leave the house for an early morning ride without waking the neighbours. It also allows you to get more tuned in with your ride. It’s a surreal experience at first, but one I’ve grown to enjoy.
The SR/S also doesn’t have gears or a clutch
The lack of gears and gearbox makes it a doddle to ride, and because there’s no engine or exhaust, there’s no heat either. This has two advantages: one, you don’t get cooked in traffic from the heat generated by a petrol engine on summer days. And two, you can put a ‘hot’ bike straight into the garage without having to worry about the kids being in the garage at the same time.
Handling suspension, chassis, and weight
Weight has always been an issue with electric bikes. I raced in the TT Zero race on the Isle of Man several times and it was always an issue on a 260 kg bike, but although the Zero SR/S is hefty, it’s not too bad, and more comparable to a large sporty, fully-fuelled naked bike.
The Zero SR/S feels like a large nakedbike and weighs in at 229 kg
229 kg isn’t light but is more than manageable, and Zero has made significant changes to aid the handling with this new model. The fully-adjustable Showa suspension looks visually identical to that on the naked F model but is completely new internally, with new springs and a revised shim stack.
The ride is on the sporty side; there isn’t a huge amount of travel on the suspension, which results in a firm ride. This is fine for smooth French roads but I’d prefer it to be plusher, especially on bumpy B-roads. However, the flip side is the way it controls the weight of the bike, particularly in fast corners and when you apply the strong brakes.
Suspension is on the firm side and fully adjustable
However, you do notice the weight during fast direction changes, especially lifting the bike from knee-down left to knee-down right, but it’s not overwhelming. The bars are relatively wide and high and the pegs are low, which allows you to manhandle the bike with relative ease.
Ground clearance is also good for this type of bike while the Pirelli tyres give excellent feedback. So think sports-touring rather than full-on touring – like a Ninja 1000SX or Suzuki GSX-S1000, and the Zero SR/S wouldn’t feel too far out of place in the medium group on a track day.
Comfort over distance and touring
As mentioned, the overall ride is on the firm side, and some of this is down to the seat, which is more sports-bike than touring. The new screen and bodywork do a decent job of keeping you out of the wind blast, while pillions now get good side grab handles and pegs that are not too high.
The seat on the SR/S is more sportsbike than sports-tourer
In the accessories catalogue there are even solid panniers and a top box on offer. Don’t forget, there is also storage in the dummy fuel tank, enough for the charging cable, waterproofs or spare gloves. There is even a handy USB charger.
However, unlike a petrol bike, comfort isn’t an issue as you’re going to have to stop every 100 kilometres or so to re-charge, and that will take time, enough time to relax and chill out. This isn’t a bike you’re going to be able to cover 500 kilometres in a day on, at least not without careful planning.
Storage is found in the ‘tank’ with USB charging port
Rider aids and extra equipment/accessories
All the rider aids are lean-sensitive, which means cornering ABS and traction control comes as standard. These can be changed on the move or deactivated either via custom modes or remotely via your mobile phone.
Electronics play an important part in safety on the SR/S with lean sensitive ABS and traction control
The TC intervention doesn’t cut the ignition as it would on a conventional bike, it simply reduces the power/torque. In Rain and Eco mode you can feel the intervention, but not so much in the street and race mode.
In many ways the TC is more beneficial on an electric bike as there is so much instant torque from less than 500 rpm and a direct connection from throttle to tyre. On a cold day, it would be easy to spin the rear tyre. In the wet, I’d strongly advise keeping the TC active.
2020 Zero SR/S verdict
Yes, it’s expensive, compared to a normal petrol bike, but after the initial outlay, running costs are significantly reduced.. The Zero SR/S is hard to fault. If you can live with a 160 kilometre range, use a bike mainly for commuting and short journeys, then it is a serious contender. Why would you not try electric? Apart from the current price of admission that is, and the fact you can’t buy a Zero in Australia yet!
The Zero SR/S offers a real alternative despite the initial outplay still being prohibitive
It will be interesting to see how the bikes perform in the real world on faster roads away from the glamour of Cannes. A decade ago I would have laughed at the idea of an electric bike, but not now. We quizzed Zero on their Australian plans and received the response below.
Dan Quick, Manager of Marketing communication
“We’re excited to hear there is interest in the Australian market for Zero Motorcycles but don’t currently have plans to return to retail operations there a this time. We’re constantly reviewing inbound requests for expansion into new markets, and when we receive them there are three general criteria we consider. First is the market opportunity and what type of demand we see in the potential territory. Second is the government policy on EV’s and any available incentives. And third is the charging infrastructure; its maturity, technology, and density. Lastly, we need to have the right, long term committed distribution partner to ensure that our consumers there get the level of support and service that we want to see as a leading brand. All of these factors along with the logistical challenges of being able to support future customers at a level befitting our premium standards go into consideration of an expansion.”
2020 Zero SR/S Specifications
Price (UK)
From £19,590 (£21,590 Premium as tested)
Capacity
None
Bore x Stroke
Er?
Engine layout
Rectangle battery cells, inline with air-cooling
Engine details
Interior permanent magnet AC motor
Power
110 hp (82 KW) @ 5000rpm
Torque
140 lb-ft (190 Nm) from less than 500 rpm
Top speed
124 mph (not recorded)
Transmission
Automatic – Belt Drive
Fuel cons. ‘equivalent’
59 mpg claimed
Tank size (Battery)
14.4 kWh
Charging time
4.5 hours (standard), 2.5 hours (Premium with fast charger)
Some big news broke last week with Peter Stevens announcing the sale of its famous Elizabeth Street premises to a Chinese backed developer for $31.5 million.
While businesses regularly change premises for various reasons, few have the history behind them that the Peter Stevens motorcycle precinct situated at the top of the Melbourne CBD enjoys and thus the move signifies the end of an era for motorcycle retailing in Melbourne.
Even those of us that do not hail from Victoria, but have simply visited Melbourne over the years, have marvelled at the motorcycles on the footpath outside the Elizabeth Street string of motorcycle shops. The first of those stores came under Peter Stevens stewardship some 44-years ago and were followed in time by also bringing the neighbouring two sites into the P.S. portfolio.
Peter Stevens sell Elizabeth street premises
For me the history angle of the sale holds just as much interest as the financial reasons behind the deal. I would not be on my Pat Malone on that score.
My own first visit to window shop and ogle shiny new motorcycles on Elizabeth Street was as a fresh faced Western Australian 16-year-old navy recruit visiting Melbourne for the first time. My first ever weekend leave from recruit school had me heading into the big smoke after catching the train into the CBD from Crib Point down near HMAS Cerberus. As a motorcycle mad kid it was only natural I would gravitate towards this shiny row of motorcycles on the footpath as I trod my way around Melbourne for the first time.
The Elizabeth Street motorcycle precinct though dates back to even before Peter Stevens, as motorcycles have been retailed on Elizabeth Street for over 100 years. Motorcycle meets were staged on Elizabeth Street from the 1890s and the Milledge Brothers opened the first motorcycle shop on the street in 1903.It would not be out of order to suggest that more than a million motorcycles have hit the streets from those stores in that time.
Elizabeth Street Motorcycle sales precinct celebrated its 100th anniversary in 2003
One would imagine a fair percentage of people working across many facets of the motorcycle industry across Australia would have spent at least some of their time working in those shops.
Hundreds if not thousands of apprentices would have learned their trade as motorcycle mechanics in these stores.
A major fire in the Harley Heaven store in late 2002 caused extensive damage to the building and saw the store gutted. Major refurbishment works were required before the doors could be opened again.
The reasons for the sale are, no doubt, many, including the never ending and problematic tunnel works for new train lines and the increasing focus towards making the Melbourne CBD a much more pedestrian, tram and cyclist only space. Traffic congestion and space constraints has already seen the service departments of the Elizabeth Street stores moved out to Peter Steven’s Kensington Street complex.
Peter Stevens sell Elizabeth street premises
Peter Stevens Group Managing Director Paul Chiodo is the second generation of the Chiodo family of brothers that originally started the Peter Stevens Motorcycles operation some 50 years ago.
The 44-year history of the Elizabeth Street stores is deeply entwined with his own family history, a lineage that started in Australia when his grandfather Anthony emigrated from Italy early last century and started one of Melbourne’s first specialist Italian grocery stores.
No matter how much sense the sale undoubtedly makes from a business angle, it still must have been a major wrench for the Chiodo family, on a personal level, to sign off on a significant part of their history.
Paul Chiodo – “There are two aspects that have driven us to sell the property, they are equal to each other really. The complexities of retailing in the CBD, we are the last ones there with Yamaha City, for good reason. There are not really any motorcycle shops in the CBD of major cities. The council does everything they can to make things difficult for us, I am not sure whether that is intentional or not intentional, but the city is changing. The huge number of apartments and the changing nature of the area, we are some of the last retail stores in that precinct which has now largely been overtaken with the service industry and cafes etc. rather than a retail environment.
“Tonight at council there is going to be a vote whether to prevent motorcycles from being able to park on the pavements in the CBD. I am not sure whether that will go through but it likely will. We have always parked motorcycles out the front of the stores, used bikes, so that might no longer be an option after tonight.
“We retail hundreds of motorcycles out of there each month. Those bikes need to be dropped off by trucks, the distance from where they once were dropped off to where they now must be dropped off is now quite a distance away from the stores. Staff then must push those motorcycles through the CBD in order to get them to the store. It just adds yet more complexity to doing business in Elizabeth Street.
“Then we get to the rates and land tax on those premises. Since it has been revalued we are paying near on a million dollars a year. And next year word is that it might be in excess of a million dollars. And that is before you pay any other expenses it is truly a ridiculous amount of money. That means the viability from that perspective has become very difficult as the value of the property has gone up.”
Despite credit having never been cheaper, it seems these are very difficult times for every single area of retail in Australia. How is the current drop in motorcycle sales affecting your short and long term business planning at Peter Stevens?
Paul Chiodo – “We have been adjusting to the market in many ways over the past three years as the industry has suffered a decline. We are a dynamic business and continue to adapt and change the emphasis to different aspects of our business. Used bike sales and our workshops are growing rapidly.”
It must almost put coal-face staffing issues in an almost constant state of flux. The balance between the bottom line, and the need to retain the vital experience and knowledge of quality staff must be an almost impossible task?
Paul Chiodo – “We have got a huge number of people that are in our ten year club, and we have a ten year dinner that gets bigger and bigger every year and we have a number of people that are in our thirty-year club so there is a massive amount of retained experience in the business, and we celebrate that.”
Peter Stevens took over the distributorship of the Moto Guzzi and Aprilia brands not that long ago, what is happening in that space this year?
Paul Chiodo – “The new 660 from Aprilia has been announced and it is a significant anniversary for Moto Guzzi coming up shortly and the horizon looks bright for both of those brands.”
Aprilia RS 660
Triumph seems to be going greatand is the success story of your suite of brands?
Paul Chiodo – “We have had some good growth in January compared to the same period 12 months ago. The new Tiger 900 lands arrives this month.
2020 Triumph Tiger 900 GT arrives in Australia shortly
“The new Rocket III has had an incredible response and is sold out for the next few months at least. The Bajaj joint venture that was announced will see Triumph move into some new categories of the market and that is all really exciting and we recently re-signed a new long term contract with Triumph.”
The new Rocket III is sold out until the middle of the year
There is some encouraging growth on the scooter front with that segment of the market bouncing back well after a few years of pain. To be fair it was the bottom end of the scooter market that had fell apart predominantly, while the more premium brands you retail did not suffer such a marked drop, are Piaggio and Vespa still doing quite well?
Paul Chiodo – “The delivery market has been a strong growth area with Uber style delivery bikes and Vespa continues to be a very strong brand.
Vespa GTS Super Tech 300 HPE
“It will be interesting to the see the influence of electric bikes on the motorcycle industry in the coming years. The Harley-Davidson LiveWire arrives in September which of course we will be retailing through our Harley Heaven stores. There are also a number of new products from different suppliers that will enter the Australian market.”
Harley-Davidson’s LiveWire lands in Australia this September
Thanks for the time out of your busy schedule Paul.
E-Racer Motorcycle have introduced two new specials, the Edge and Rugged Mark2, which are based on the Zero SR/F Café Racer and FXS models respectively, due to arrive in Spring of 2020 and offering a cafer racer and lower performance dual-sport style machine.
Both are available for 6000 Euros plus the cost of the base bikes, while in America the Zero FXS starts at $8,995 + ORC (USD), and the top spec SR/F on the other hand comes in at $19,495 RRP + ORC (USD).
Zero Motorcycles withdrew from consumer sales in Australia in 2017, citing that they were unable to build an economically sustainable retail business as the reason, partly due to exchange rates and taxes.
E-Racer Edge
The E-Racer Edge customises the SR/F offering a different headlight, side-tank and tail design, while bodywork is reversible and mounted to the SR/F with no modification, ensuring the bike can be returned to standard trim.
E-Racer Edge
The Edge is also lighter than the original, with a full LED headlight, clip-on handlebars, a handmade stitched saddle and CNC machined triples.
E-Racer Edge
The minimalist headlight in particular looks like it would be a popular standalone item in the custom scene, incorporating a position light, low beam and high beam into a single headlight, and produced in Germany. Two LED daytime running lights are also featured.
E-Racer Edge
The Edge also features a special ex-military armour paint in areas, designed to ensure high levels of scratch resistance.
E-Racer Edge
E-Racer have also created an Audio-Forceback (E-RAF) system, which fills two roles, the first being to provide audible warning to pedestrians and other road users of the electric vehicles presence, using low frequency for high audibility, as well as trebles for closer proximity warnings that help ensure the sound created offers a clear source.
E-Racer Edge
The second part of the system is in providing feedback to the rider, with vibrations that vary according to speed, helping to provide that motorcycle-like feel, if perhaps not a real exhaust note.
E-Racer Edge
The Edge is due to be delivered in Spring 2020, for the first five units which are built to individual customer specifications, and are priced at 6000 Euro plus the base cost of the Zero SR/F motorcycle.
E-Racer Edge
The Edge’s claimed performance figures are quoted as being 110hp, with 190Nm of max torque, with a max speed of 200km/h. Charging time is an hour to reach 95 per cent, with a range of 259km in the city, or 132km at highway speeds of approximately 113km/h.
E-Racer Edge
The overall weight is 220kg, with a Z-Force 75;10 permanent magnet AC motor, clutchless direct drive and 14.4kWh battery.
E-Racer Rugged Mark2
The Rugged Mark2 is based on the Zero FXS and features an auxiliary aluminium frame with side-rings designed for towing or hoisting, with the FXS originally a purpose built military motorcycle.
E-Racer Rugged Mark2
On the Rugged you get full LED lights, with two polyellipsoidal micro units on the front as headlights.
E-Racer Rugged Mark2
Underseat storage has also been added, with double USB socket and room for a rain jacket, or a 15-metre charging cable (for the bike) that allows it to be charged where a nearby outlet is not available.
E-Racer Rugged Mark2
The seat is also apparently designed to allow carrying up to three people, with the Rugged intended as an option for large boats, being easily winched on board and offering increased passenger and carrying capacity.
The bike is also finished with Line X, a resistant armour paint, and features the same E-RAF system as the Edge.
E-Racer Rugged Mark2
The Rugged will also be available in Spring 2020 for the first few units, and is 6000 Euros plus the base cost of the Zero FXS.
E-Racer Rugged Mark2
The Rugged also offers reduced range and power in comparison to the Edge, with 46hp and 106Nm of max torque. Top speed is still 137km/h, with a range of 161km, or 64km on the highway at 113km/h.
E-Racer Rugged Mark2
Charging time is 1.3 hours to 95 per cent, and the Rugged Mark2 weighs in at 136kg, with 17in wheels front and rear.
Harley-Davidson trademarks often end up as names for their motorcycles, but in this case, Rude Boy will be used for their upcoming range of electric bicycles.
The bike was delayed a month going into North America dealerships;
Several dealerships refused to pay big money to instal DC fast chargers in order to sell them;
Sales have also been a disaster as customers have baulked at the $US29,950 (about $A44,000 when it arrives in Australia late next year) ticket price; and
The company has filed its application for the Rude Boy trademark with the US Patent and Trademark Office for use with “electric bicycles; electric bicycle parts and accessories”.
Harley already has a Fat Boy Softail motorcycle which has been a huge success over the years, so they will be hoping for the same with with Rude Boy.
With Harley sales down and an ageing demographic, the company is keen to bring in new, younger customers.
This shift toward two-wheeled electric bicycles is part of their future-proofing strategy.
Harley electric mountain bike
Harley has previously shown their electric mountain bike (above) and their electric bicycle prototypes (below) under the “Future Vehicles” tab on their website.
We expect the latter will be the Rude Boy bikes.
It says they are not yet available for sale, but “coming soon” and “future models shown may not be available in all markets”.
They include mid-mounted electric motors, belt drive and one with a step-through “female” frame.
Harley-Davidson revealed their electric bicycle and electric scooter concepts at the Consumer Electronics Show in Las Vegas in January.
Last month they launched their LiveWire which arrives in Australia next year at more than $A40,000.
Now they have introduced two electric balance bikes for kids and unveiled a photo of three prototype adult-sized pedal-assisted electric bicycles or “e-bikes” on their website.
With Harley sales down and an ageing demographic, the company is keen to bring in new, younger customers.
This shift toward two-wheeled electric bicycles is part of their future-proofing strategy.
Balance bikes
The balance bikes are aimed at introducing three-to-seven-year-olds to the bar and shield brand.
The aluminium-framed Irone12 has a seat height of 33cm, weighs just 7.7kg and costs $649 while the Irone16 has a 43cm seat, 8.6kg and costs $US699.
A Harley-Davidson Australia spokesperson says “at this point in time we don’t have any further information on Australian distribution”.
The BMX-style bikes are powered by 20Vmax lithium-ion batteries with up to 60 minutes of charge.
The electric hub motors have three speed-limited drive modes with top speeds of 8km/h-128km/h.
They began selling two StaCyc models branded with Harley logos, for the same price as these new balance bikes.
Electric bicycles
Harley electric mountain bike
Harley has previously shown their electric mountain bike and now they have unveiled photos of their electric bicycle prototypes under the “Future Vehicles” tab on their website.
It says they are not yet available for sale, but “coming soon” and “future models shown may not be available in all markets”.
They include mid-mounted electric motors, belt drive and one with a step-through “female” frame.
All LED, low beam, high beam and signature position lamp
Lights (as per country regulation), Tail/Stop
LED with light pipe tail
Lights (as per country regulation), Front Signal Lights
LED
Lights (as per country regulation), Indicator Lamps
High beam, turn signals, ABS, traction control, EV fault
Lights, Rear Turn Signals
LED, Amber
Gauges
4.3” WQVGA 480×272 TFT Color Display with Ambient Light Sensor, 9 warning lights, Real Time Clock and Integrated Bluetooth Connectivity to a Smartphone to provide infotainment features including turn-by-turn navigation, telephone, music, and voice recogni
Electric neo-café racer to compete in Goodwood hillclimb
The £90,000 zero-emission café racer Arc Vector will spin its wheels for the first time in public at the Goodwood Festival of Speed on 4-7 July, tearing up the famous hillclimb course alongside storied superbikes and motorsport icons.
Arc Vector
Arc Vector is being readied for production next summer and the bike that’ll be seen flat-out on the Duke of Richmond’s driveway is the final prototype. In addition, Arc Vehicle’s on-site sales boutique will feature a VR-enabled Vector, and a third prototype is being hosted for all to see alongside the Michelin Supercar Paddock.
Arc Vector
The Goodwood Festival of Speed celebrates velocity in all its forms, not least when it comes to adrenalin-forged innovation. Designed and built in Britain, makers claim that the Arc Vector is the world’s most advanced electric motorcycle. It features an ingenious battery-module carbon monocoque and, worn by the rider, a connected Heads-Up display helmet and bespoke jacket with haptic motors that makes the riding experience safer and more exhilarating.
Arc Vector helmet with HUD display
As well as demonstrating the thrust of its 399-volt electric motor – which provides a power-to-weight ratio of 650bhp per tonne – Goodwood House’s 1.16-mile course will highlight the Vector’s handling and manoeuvrability; its unique steeply-raked hub-centre steering enables fast changes of direction and stability at high-speed.
Arc Vector
Plot 5, next to the Thakeham Family Area and behind the Startline Grandstand, is where visitors can experience it for themselves, by straddling the Vector and donning Virtual Reality goggles. The fighter jet-inspired Zenith helmet and Origin sensory body armour will make its public debut, too, and there will also be a digital bike configurator where guests can spec their very own electric dream.
Arc Vector armour
The bike will race up the hill twice on each day of the event, and Arc founder and CEO Mark Truman will undertake most of the riding duties.
“Goodwood is the ideal place for us to show the Vector to the people for the first time in anger,” says Mark. “We’ve been testing behind the scenes and now the bike is emerging from the shadows. It is the most amazing thing both to ride and behold. Up to 150,000 are expected at the Festival of Speed, and I hope they all get a chance to see what we’ve been working on; a unique all-electric neo café racer with all sorts of kit never before seen. Goodwood is perfect because it’s a champion of new technology and a best of British event of which we very much hope to be at the forefront. It feels really great to get the chance to ride something so new and advanced on such a prestigious piece of tarmac. It also gives us the opportunity to show enthusiasts what the bike is about, let them experience this sensory world on our stand, and help them understand the philosophy and ambition behind what we believe is a truly game-changing electric motorcycle.”
23-year-old Brazilian Eric Granado (Avintia Esponsorama) took initial honours in the first ever FIM Enel MotoE World Cup “race” in Valencia, with riders lining up for a race simulation at the start of final day of the pre-season test.
Garzo leads Granado and Tuuli
Granado had missed out on pole by just 0.025 to Hector Garzo (Tech 3 E-Racing) on Tuesday, but he fought back once the lights went out to overtake the Spaniard on the final lap and in the process scored himself a new Energica Eva as his prize.
Eric Granado with his new Energica Eva as his prize
Garzo took second, with Niki Tuuli (Ajo MotoE) – another who has shown consistent pace in practice so far – completing the podium a few tenths further back.
Hector Garzo
“We started with normal settings and found our pace quite early. We tried different shocks and tyres for the bike and found the way, that we wanted. The E-Pole was a really good test for that moment and finally, for the race, I think we have all the settings we want on our way. We have a decent base for Germany and for the start of the season with this bike. Everything is good and I’m really confident.”
MotoE Race Simulation Podium Niki Tuuli (L), Eric Granado and Hector Garzo (R)
Nico Terol (Openbank Angel Nieto Team) took fourth, with Matteo Ferrari (Ongetta SIC58 Squadra Corse) completing the top five.
Nico Terol
Nico Terol
“I am very happy. I got off the bike with a smile on my face today because I am really enjoying riding the MotoE and we are at a high level. This test was a huge weight off my shoulders. After such a long time without racing, it has given me a lot of strength to see myself up at the front – I have talent and I am a World Champion. The bike went really well and I got a great start to take the lead. It reminded me of my first Moto2 podium here at Valencia. My only mistake was to lose touch with the front three in the early laps because it took me too long to close the gap back down. I would like to have been challenging for the win but I fought hard to the end for third place and never gave up. This fourth place feels good, the progress from the first test to now has been fantastic. I am really looking forward to the race in Germany. This championship is going to be exciting and will be a nice surprise for the fans.”
Nico Terol fought through to fourth
Matteo Ferrari
“It’s been an important test and we improved a lot lap after lap. There’s a nice atmosphere within the team and this can only help. We had a little bit of bad luck as well due to a faulty tyre during practice, but still things went smooth and I had a lot of fun on this bike. We also did an E-Pole and a race simulation. I must say that I really like the qualifying format – like the old Superpole. We were quite quick even though we’re still one second away from the leaders, but I’m sure there’ll be a chance to close the gap.”
Matteo Ferrari
One man expected to be in that tight fight at the front wasn’t on track, however – Tuesday’s fastest Bradley Smith (One Energy Racing) was absent as he undertook testing duties in MotoGP.
MotoE Race Simulation
Josh Hook, the defending World Endurance Champion with F.C.C TSR Honda, also could not capitalise on the full three days of testing as a bout of gastro sidelined the young Australian from most of the test.
Josh Hook
Josh Hook
“It was an important test as in the first two days of testing I managed to do very few laps, and I was forced to missing the qualifying session. They have been 7 laps useful to get familiar with the circuit and especially to do some kilometres on the bike in view of the debut in Germany.”
Josh Hook
After the race simulation riders got a chance to have a final 30-minute session from 1700, although it ended prematurely in a Red Flag due to crashes for Mattia Casadei (Ongetta SIC58 Squadra Corse) and Maria Herrera (Openbank Angel Nieto Team), riders both ok.
Randy De Puniet was a DNF in the race simulation
María Herrera
“The race simulation was very positive. We know we can make overtakes, we are fast, and we showed that. We could have been fighting for the top five because we had the pace for it and that gives us a lot of motivation. We are doing a good job, improving our pace from practice to practice and the team are giving me a lot of confidence. I think I can be fighting at the front and I’m sure this year will be a lot of fun.”
María Herrera
The late session was their last chance to test before heading out on track at the Sachsenring for the first round of the season and it was Tuuli who went fastest with the quickest time of the test, a 1:40.127 and 0.486 quicker than second place Casadei.
Niccolo Canepa
To put that 1m40.127s time into perspective for the fledgling new MotoE category, the MotoGP fastest lap record at Valencia is 1m29.401, the Moto2 record is 1m34.879, and the Moto3 tiddlers becnhmark is 1m38.428.
Hector Garzo
Garzo was third on the timesheets at the end of Day 3, and race simulation winner Granado was 0.533 off Tuuli’s benchmark in fourth. 2008 125 World Champion Mike Di Meglio (EG 0,0 Marc VDS) completed the top five.
Simeon just won the battle for sixth in the race simulation
As is so often the case, Tech3 manager Hervé Poncharal offered the most informative feedback following the test and race simulation.
Hervé Poncharal – Tech3 Team Manager
“With the end of the three days test for the MotoE in Valencia, we as Tech3 E-Racing are very, very happy about it. For sure, at first, I would like to thank Energica and Enel for their hard work by having everything ready for a full and strong test. It was great, to be back on track, but also amazing to see the bikes riding a complete race distance with the simulation. I believe it was also very interesting to try the E-Pole and all together it went well. The life of the batteries seems to be good enough without any dropping for a proper sprint race and for sure, I would also like to thank our whole crew and especially Hector for his fantastic job during these three days. He was fastest on day one and topping almost each session, he won the E-Pole and showed a very great fight with Eric Granado in the race simulation, in total he delivered a very good feeling for the entire team. Kenny, who is a rider with a bit more experience, I believe, has learned a lot from his young team-mate and it is fantastic have such a great relationship in between our two riders. We’ve got a good team, we are happy and I believe MotoE will soon be a real part of the MotoGP championship and after what we saw in Valencia, I’m quite sure that the people at the Sachsenring will enjoy the very first MotoE race a lot. We still have a few things to prepare, but I think all of the MotoE field can’t wait to be in Germany for the first official MotoE practice session.”
Nico Terol leads Xavier Simeon
Now the E-Paddock gears up for the Sachsenring, which plays host to the opening round of the FIM Enel MotoE World Cup from the 5th to 7th July.
Dorna CEO Carmelo Ezpeleta provided his viewpoint on the direction of the new MotoE category.
Dorna CEO Carmelo Ezpeleta
“It was very good, from the beginning the way we wanted to do it was makes races and I think today we showed it was a real race, with all the riders competing. I was talking to them and they were very happy. And we’re happy because I think it’s a way to enter into this new energy and show we can do with it the same we’ve been doing since 1992. As with everything we do, it’s very important, MotoE™ just as any other category. Everything we do is important for us, and we’re trying to share with spectators how good motor racing is.”
Trekker GT weighs just 2.88kg and is powered by a 250w 60Nm Shimano Steps E6100 motor and Shimano E8035 504Wh battery, all neatly hidden in the front stem of the frame.
Chinese bikes destined for Europe (Image: 
Harley ebikes
Rodney Brown
