Electric motors can be just about any shape and size and you can use multiple motors, while the batteries can also be any shape and size, especially if they are made up of a collection of smaller batteries linked together.
RMK says their “unconventional frame architecture” offers plenty of room for a large battery while keeping the overall bike weight at about 200kg.
RMK E2
The RMK E2 is still just a prototype, but the final production version will probably stay with the hubless rear wheel which incorporates an electric motor in a direct-drive situation.
They say the advantage of having the motor in the rear hubless wheel is lower rotational mass than a conventional bike while retaining similar unsprung mass. Tyre changes will also be easy.
RMK is moving into the testing phase, so final specifications have not yet been set.
However, the company does say the battery size “can be configured for 200-300km carefree riding, depending on customer preference”.
That’s not bad, but it’s nowhere near as good as Zero Motorcycle which has up to 320km of range.
With all electric vehicles, the range is a malleable figure.
It really does depend on how the vehicle is ridden/driven, ambient temperature and the consistency of throttle.
For example, range is totally opposite to a normal engine which goes further on the highway than in the city.
RMK say their fast-charging system will charge from flat to 80% in about two hours.
That’s a long time to wait to do another 160-240km.
Instant torque
RMK claim 50kW of power and “instant 320Nm torque from standstill all the way to a limited top speed of 160km/h”.
They say the motor has enough torque braking effect to be the primary rear brake. So it doesn’t need a brake disc, although the left lever does control regenerative motor braking.
The front wheel has a conventional set-up of dual brake discs controlled by the right lever.
Regenerative braking in most electric motorcycles and cars dramatically reduces the need for braking. In fact, when we rode the original 2014 Harley LiveWire in LA, we didn’t once use the brakes in traffic, except for the final stop.
Also, like the LiveWire, the RMK E2 has no gears.
The dashboard is on the tank and, together with the low headlight, offers a “clean electric experience with no clutter in your field of vision”.
However, tank-mounted instruments will be difficult to see while trying to keep your eyes on the road ahead.
There is no word on production schedule or pricing, but we hope it would be less than the LiveWire arriving in August in North America and Europe at just under $US30,000.
When the LiveWire arrives in Australia next year, it should cost more than $41,000!
If the Australian Greens had their way, we would all be riding electric motorcycles like the one above by 2030 and would foot the bill via government incentives.
Their plan includes:
Australian Greens transport spokesperson Senator Janet Rice announced the plan after the final report of her Select Committee on Electric Vehicles was released.
Greens rewards
“The Greens are the only party with a real plan to get Australia in the fast lane so that we can reap the rewards that will come from electric vehicles,” she says.
She doesn’t say what the rewards are, but with the current electric supply problems, labouring our system wth more electrical products could put us all in the dark.
The Greens also don’t mention anything about the environmental concerns of electricity from our coal-fired power plants and the disposal of batteries.
Their reference to “strong vehicle emissions standards” probably means faster acceptance of Euro standards.
The Greens would have us follow countries such as Sweden which is among the world leaders in EV adoption with more than 50,000 plug-in vehicles registered and a plan to have a 100% fossil-fuel-free vehicle fleet by 2030.
That’s not a reference to just new vehicles coming into or made in the country. That’s ALL vehicles.
That would mean a total ban on riding all motorcycles, except electric bikes like this!
Bolt electrics
Johammer J1
BMW electric C-Evolution scooter
Honda Riding Assist-e
Meanwhile, the Greens want the government to incentivise motorcyclists and drivers to buy EVs.
“The government has a choice to get Australia in the fast lane, but that means hitting the accelerator with ambitious targets and incentives to drive the uptake of electric vehicles,” Senator Rice says.
In the end, the motorist pays for those incentives through taxes, so where’s the incentive?
Rechargeable batteries with magnesium instead of lithium could extend the range of electric vehicles as much as 50% and make them lighter and cheaper, new research has found.
CVMR Energy Metals says their eight-year research has found that magnesium (Mg) anodes in rechargeable batteries pack 50% more power as it has a higher energy density than lithium.
Rechargeable Li-ion batteries have dominated the rechargeable battery market since the 1990s and are the main energy source in electric vehicles.
Harley’s electric motorcycles, bicycles and scooters
However, lithium is rare and expensive, while magnesium is more widely available and therefore cheaper.
Other advantages are that Mg does not need an “intercalation” compound layer, so you can pack up to five-times more metal than lithium in the same-size rechargeable battery.
That also means batteries can be smaller and lighter, which is a huge boon for smaller electric vehicles such as motorcycles and scooters.
CVMR’s breakthrough comes in the use of a higher energy density cathode material and an electrolyte that helps the chemical reactions generate higher energy density than lithium batteries.
The American company hopes to have their magnesium-based batteries available in the next two years.
Magnesium batteries
Magnesium use in batteries is not new.
Non-rechargeable Mg batteries have been available for decades.
Magnesium dry batteries were widely used by the US military from 1965 to 1984 and Mg air batteries have been used as land-based backup systems and undersea power sources, using seawater as the electrolyte.
Although magnesium air batteries are primary cells (not rechargeable), they have the potential to become rechargeable by replacing their anode and electrolyte.
Rechargeable issues
The potential for rechargeable magnesium batteries has been known for some time.
However, finding a cost-effective high-energy density cathode material and suitable electrolytes has slowed progress.
The major problem has been the formation of a non-conductive layer on the Mg anode blocking the recharging of the battery.
In 2016, Honda’s Saitama Industrial Technology Center claimed they had a commercially viable Mg rechargeable battery that used vanadium as a cathode. However, these batteries have not yet hit the market.
Although CVMR owns one of the largest vanadium reserves in Africa, and vanadium has been touted as a suitable cathode in magnesium batteries, the company tested a host of other elements and compounds, such as zirconium, cobalt and tungsten.
They claim vanadium, manganese and transition metals are the most promising.
The US Department of Energy’s Joint Center for Energy Storage Research has also researched chemical reactions involving magnesium.
As part of those studies, Berkeley Lab discovered that the self-stabilising, thin oxide surface layer that forms on the magnesium has some inherent defects that cause unwanted reactions.
CVMR spokesman Kamran Khozan claims they have overcome these defects.
“Today’s scientific discoveries cannot take place in isolation,” he says.
“We all benefit from each other’s efforts, and owe a debt of gratitude to those who have the vision to be leaders in their field of specialisation.”
The world’s fastest electric motorcycle, the 351km/h Lightning LS-218, will soon have a mass-market brother called the Strike that beats Harley-Davidson’s LiveWire electric.
A teaser photograph of the Strike above) shows a Ducati-esque set of headlights.
It will start at $US12,998 (about $A18,000) when it is released in March, compared with the LS-218 at $US38,888 (about $A51,150).
That’s even cheaper than the Zero SR at $US16,495 (about $A23,000).
When the company pulled the plug on importing to Australia in 2017 their prices ranged from $18,000 to $25,000 on the road.
When it comes to tech specs, the Strike is also a lot more electric bike than the LiveWire.
Harley promises just 177km of range, a top seed of 190km/h and 0-100km/h in “under 3.5 seconds”.
In its photographic teaser of the Strike’s headlights, Lightning Motorcycles claim the bike will have 150 miles of range (about 240km) and a top speed of 150mph (240km/h).
Lightning Motorcycles say the Strike will charge in just 35 minutes on a DC fast charger.
Lightning Motorcycles does not yet import to Australia and is a small-scale company.
However, its price and tech specs should cause concern to both electric newcomer Harley-Davidson and the world’s biggest electric bike company, Zero Motorcycles.
But Australia will be at least another year or more behind. Harley-Davidson Australia won’t introduce the LiveWire, predicted to cost more than $40,000, until 2020. Zero Motorcycles pulled the plug on Australia in 2017 with no hint of a return just yet.
Big battle
Harley LiveWire
Other motorcycle manufacturers have electric models in the pipeline and there is a myriad of startup electric motorcycle companies.
However, the focus this year will be on the big battle between Harley and Zero.
Harley is one of the biggest road bike manufacturers in the world and Zero is the biggest electric motorcycle company.
LiveWire V SR/F
The LiveWire is clearly aimed at the top end of the market with premium components and a price tag to match.
Zero’s new naked bike will be launched on February 25, 2019.
Even though it’s called the SR/F which sounds like a version of the SR model, Zero’s recent teaser Tweet says it is “an entirely new platform”.
“More than a new model, SR/F is an entirely new platform. The SR/F provides an effortlessly powerful experience in the naked street bike category,” Zero Tweeted.
It was accompanied by the above teaser photo of the LED headlight.
When Zero pulled the plug on Australian imports, their fleet ( Zero S, SR, DS, DSR, FX and FXS) ranged in price from $18,000 to $25,000 on the road.
2017 Zero motorcycles
Undoubtedly the SR/F will cost a lot less than the Harley LiveWire which will be available for sale in North America and Europe in the third quarter of this year for $US29,799 ($A41,699) plus on-road costs.
That is about the same price Americans pay for a top-of-the-line Ultra Limited tourer with luggage, infotainment and all the bells and whistles. (In Australia, an Ultra Limited costs $A40,995 ride away.)
Expensive electrics
That’s still not as much as the world’s fastest electric motorcycle, the 351km/h Lightning Motorcycle LS-218 at $US38,888 (about $A51,150).
2020 Harley-Davidson LiveWire electric motorcycle.
Harley-Davidson today announced pricing for the 2020 LiveWire, its first electric motorcycle, which is now available for U.S. dealer preorder. MSRP on the LiveWire is $29,799.
The LiveWire, which Harley says represents the next chapter in the 116-year-old company’s history, offers the benefits and performance of an electric motorcycle, with signature Harley attitude and style. Its H-D Revelation electric powertrain promises 0-to-60 acceleration in less than 3.5 seconds, with no clutch and no gear shifting, and an urban range of about 110 miles.
The powertrain sits low in the LiveWire’s chassis to lower the center of gravity and helps the motorcycle handle well at all speeds and make it easier to balance when stopped. The motorcycle also sports standard cornering ABS and traction control.
It also features H-D Connect, which pairs motorcycle riders with their bikes through an LTE-enabled Telematics Control Unit coupled with connectivity and cloud services using the latest version of the Harley-Davidson app. With H-D Connect, data is collected and transferred to the app to provide information to the rider’s smartphone about:
Motorcycle Status: Information available through H-D Connect includes battery charge status and available range from any location where a sufficient cellular signal is available. This allows the rider to remotely check the charge status including charge level and time to completion. Riders will be able to locate a charging station with ease thanks to an integrated location finder built into the H-D app.
Tamper Alerts and Vehicle Location: H-D Connect indicates the location of the parked LiveWire motorcycle and alerts can be sent to the rider’s smartphone if the bike is tampered with or moved. GPS-enabled stolen-vehicle tracking provides peace of mind that the motorcycle’s location can be tracked (requires law enforcement assistance; available in select markets).
Service Reminders and Notifications: Reminders about upcoming vehicle service requirements, automated service reminders and other vehicle care notifications.
Interestingly, while the electric LiveWire will of course produce minimal vibration, Harley says it’s designed a new “signature Harley-Davidson sound” that “represents the smooth, electric power” of the motorcycle. Whether or not that will be enough to satisfy riders looking for the classic “potato-potato” rumble remains to be seen.
To find a LiveWire dealer or place a preorder, visit h-d.com/LiveWire.
No, it’s not the 1970s again — Furion Motorcycles of France plans to resurrect the Wankel rotary engine for their hybrid M1 motorcycle that also has an electric motor.
Rotary engines were big news in the 1970s, most notably in the Mazda RX-8.
There were also many motorcycles with rotary engines. Norton had several models. Others included the Hercules/DKW W-2000, Yamaha RZ201, Kawasaki X99 RCE, Van Veen OCR1000 and Suzuki RE5.
Hercules Wankel
Wankel rotary engines seemed a stroke of genius at the time with the cylinders rotating around the stationary camshaft. They were light and compact with high power and smooth revving.
But they had poor fuel economy and high emissions. Furion has now been resolved that by using a back-up electric motor.
Furion M1 Hybrid
Furion Motorcycles’ hybrid M1 sportsbike is so far only CAD images on a computer screen.
However, they say they will power it with a 654cc Wankel rotary engine, an electric motor and five lithium-ion batteries.
The rotary produces 93kW of power (125hp) at 9000rpm and 105Nm of torque at 6000rpm, while the bike weighs 209kg.
An electric motor adds 41kW (55hp) and 100Nm for a total of 134kW (180hp) and 205Nm.
Despite all that power, they claim range of 400km on just 16 litres of fuel.
Furion M1 sits in a tubular trellis frame on 43mm upside-down forks and rear monoshock with 310mm dual disc brakes and six-speed transmission.
Instruments
Hybrid future
Furion is not the only company looking at hybrid technology for the future.
The 2019 Zero DSR electric dual-sport gets more power and torque, increased range and useful features like a windscreen, grippy tank panels, hand guards and a 12V socket. (Photos by Aaron Brimhall)
Sometimes, I can be such a sucker. Apparently, the good folks at Zero Motorcycles know this and jumped on my weakness. While unveiling the 2019 DSR dual-sport electric motorcycle in Santa Cruz, California, the Zero reps set the hook and reeled me in. Following the tech presentation they explained, “…and after the street portion of the ride we’ll ride off-road at a private ranch that we’ll have all to ourselves—dirt roads, unimproved roads, water crossings, a beach-riding photo op and some single-track too.”
Riding an electric dual-sport on a private ranch with wooded trails and beach access? Sign me up!
What??? In my younger years I spent lots of time riding motorcycles around this very same area, decades ago before much of the land became fenced and gated. So I had a good idea about the mix of redwoods, bay laurel trees, ferns and banana slugs we’d see. Sold! I was all in and ready to roll.
Weighing a claimed 416 pounds, the Zero DSR carries its weight low since the “tank” is an empty storage compartment and the enormous battery occupies the space where an internal combustion engine would normally be.
Regarding electric vehicles, some cite concerns about limited range and hassles with recharging battery packs. That’s legit to a point, but the Zero engineers continue to notch advancements by tapping into new battery chemistry, advanced magnet composition, better firmware and redesign of the motor controller for more efficient yet more powerful motors, increased long-term charge storage and more. Claimed horsepower increases from 67 on the DSR we reviewed in 2016 to 70 on the new model, and torque jumps from 106 lb-ft to a whopping 116 lb-ft—that’s more grunt than the most powerful 1,000cc sportbike in production today, as the Zero reps love to explain, and the controller delivers it very smoothly and quickly.
The Zero DSR’s digital instrument panel shows speed, mode, remaining charge, remaining range, battery output/regen as well as a clock and tripmeter functions.
Given increased range claims of 163 miles in the city and 78 miles on the highway, even this new and improved iteration still offers a radically different performance envelope compared to internal-combustion machines. So the key is to clearly identify and stay within the working envelope. Specifically, Zeros can work very well for commuting (especially if you can recharge your bike while at work or school), and in the case of the DSR, it would be grand to have one on hand for riding out from a mountain cabin.
Although considered a dual-sport in Zero’s lineup, the DSR is a street-biased motorcycle that is heavy by dual-sport standards. But having direct drive with no clutch simplifies things when the going gets rough.
On pavement the street-biased DSR feels agile like a sporting 600cc bike in terms of weight and size—albeit one with monster torque. Much of its weight is carried low, which makes it feel even lighter and more nimble than its claimed 416-pound curb weight would suggest. Yet the instant-on torque rockets you out of corners, setting the front end to skipping over the pavement if you’re not careful. The wide handlebar lends leverage for steering input and you can slice and dice your favorite back road right into bite-sized pieces thanks to the stout aluminum frame and high-quality fully adjustable Showa suspension.
The Zero DSR has fully adjustable Showa suspension front and rear. Ahead of the rear shock is the air-cooled electric motor.
I got caught out on the fast-paced first corner; set on Sport mode, the Zero returns little regenerative “engine” braking when you roll off the throttle—surprise! Luckily, my old two-stroke reflexes kicked in and I just squeezed harder on the lever for the single-disc front brake. Off-road, braking power is less of an issue than tire traction; the hybrid Pirelli MT-60s strike a good compromise for street and dirt use, but of course they can’t match the grip of full-on knobby tires when riding on the loose stuff.
The DSR’s riding position feels open and comfortable, with a fairly broad and sufficiently padded seat, though the passenger step restricts rider movement a bit. The handlebar sits a tad too low for this six-footer while standing on the pegs, but the nice, wide footpegs are dual-sport comfortable.
The Zero DSR has an open, comfortable seating position, but for tall folks the bars are too low for stand-up riding.
In the dirt, managing the strong initial power onset can be a little tricky. But with practice it becomes simple to modulate power while negotiating tight spaces, especially if you ramp down to the Eco setting that restricts power delivery. (There’s also a Custom setting for adjusting power and regen to your liking.) Once you get the hang of it, negotiating tight quarters on heavily wooded trails becomes a joy since no clutch skills are needed—one less thing to distract you from the task of actually riding the bike.
In keeping with dual-sport and ADV bike trends, the DSR now comes equipped with a modestly sized windscreen, grippy tank panels for off-road, up-on-the-pegs riding, hand guards and a handy 12-volt accessory socket—all at no added cost over last year’s MSRP of $16,495. That adds measurably to the utility and versatility quotients. Also, the decent-sized “tank top” storage compartment is handy if you don’t install Zero’s accessory extra battery (Power Tank) or fast-charge (Charge Tank) setup.
The Zero DSR’s windscreen, formerly an accessory but now standard, adds wind protection and should improve aerodynamics for better range. The DSR has belt final drive, but a chain conversion kit is available.
Adapting to any vehicle takes some effort as you work to its strengths and cover its weak spots. We already do that when we jump back and forth from four wheels to two, so it’s just another parallel path when we jump from internal combustion to electric bikes. In summary, it’s not about the DSR’s limitations; it’s about how well it actually works as a motorcycle in a variety of settings. And as this short first ride proved, the 2019 Zero DSR can work very well indeed as a capable and versatile dual-sport machine.
2019 Zero DSR Specs Base Price: $16,495 Warranty: 2 yrs.; 5 yrs./unltd. miles for power pack Website:zeromotorcycles.com
Engine Type: Z-Force 75-7R passively air-cooled, high efficiency, radial flux, interior permanent high-temperature magnet, brushless motor Controller: High efficiency, 775-amp, 3-phase brushless controller w/ regenerative deceleration Battery: Z-Force Li-ion intelligent Max. Capacity: 14.4 kWh Nominal Capacity: 12.6 kWh Standard Charger Type: 1.3 kW, integrated Input: Standard 110V or 220V Transmission: Clutchless direct drive Final Drive: Belt
Chassis Frame: Aluminum twin-spar w/ aluminum swingarm Wheelbase: 56.2 in. Rake/Trail: 26.5 degrees/4.6 in. Seat Height: 33.2 in. Suspension, Front: 41mm USD fork, fully adj. w/ 7.0-in travel Rear: Single shock, fully adj. w/ 7.0-in travel Brakes, Front: Single 320mm disc w/ asymmetric 2-piston floating caliper & ABS Rear: Single 240mm disc w/ asymmetric 1-piston floating caliper & ABS Wheels, Front: Cast, 2.50 x 19 in. Rear: Cast, 3.50 x 17 in. Tires, Front: 100/90-19 Rear: 130/80-17 Claimed Wet Weight: 419 lbs. Claimed Load Capacity: 356 lbs. GVWR: 775 lbs.
Performance Claimed Peak Horsepower: 70 Claimed Peak Torque: 116 lb-ft Claimed Top Speed: 102 MPH Claimed Range: 163 miles city/78 miles highway Charging Time (110V): 9.8 hours
Curtiss Motorcycles is taking $US6000 deposits for their electric Zeus Bobber and Cafe (above) models and inviting supporters to invest in the American company.
Zeus Bobber and Cafe
Curtiss Zeus Bobber
Zeus Bobber and Cafe will each cost $US60,000 (about $A83,000, £46,845, €53,000) with a holding deposit of $US6000.
The aluminium and carbon bikes have 140kW of power, 196Nm of torque and maximum range of 450km although they don’t indicate how that was achieved.
The production Zeus Bobber and Cafe models are not expected to be delivered until 2020.
And that’s only if they get enough investors in their equity crowdfunding plan.
They launch their investment campaignon Friday, November 30, 2018, through the equity crowdfunding portal Wefunder with shares costing 20c each.
Tesla of motorcycles
Zeus Cafe
Curtiss has been referred to as the Tesla of motorcycles and obviously enjoys the comparison with its products.
“Just as Tesla has disrupted the auto industry, we aim to lead the future of high-performance and sustainable motorcycling,” a company release says.
They may also be hoping to mirror the investor faith in Tesla owner Elon Musk who has been able to raise money without much difficulty despite posting consistent deficits.
However, Curtiss will need to be cautious of making some of the same mistakes as Tesla such as slow supply, vehicle faults and lack of after-sales service.
They should also be careful to avoid replicating Musk’s “insider trading” comments that resulted in him being ousted as chairman and now facing fraud charges.
Curtiss says their company has already sold more than “1000 high-end production motorcycles to high-net-worth individuals around the world”.
This 3D-printed electric motorcycle has several features that could come to future bikes including airless tyres, forkless steering and a flexible bumper.
The NERA E-Motorcycle prototype was made by NOWLAB manufacturing laboratory which has locations in Boston, Berlin and Singapore.
3D printing
They claim it is the world’s first fully 3D printed working e-motorcycle.
They make a lot of sense for adventure bikes where a puncture can leave you stranded in remote areas.
Nera e-motorcycle
Interestingly, the rhomboid-shaped front tyre looks much wider than the rear.
You can see more clearly in this photo.
It could have something to do with the forkless steering, although they don’t describe what that is or its benefits.
As for the flexible bumper, we thought it was for rear-end crash protection, but they say it replaces rear suspension, perhaps like an old cart spring.
If it works, it may be a cheaper alternative to conventional shock absorbers which can be expensive.
While we welcome advances that make manufacturing cheaper, we don’t think we will be riding around on rhomboid tyres anytime soon.
