A serious no-emissions motorcycle for the future, or just a trick, tech toy for early adopters in Singapore? The Energica EsseEsse9+ electric motorcycle is both

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SINGAPORE - The internal combustion engine is to a motorcycle, the beating heart of the machine, far more so than a car. Replace petrol with a battery, and an engine with a whirring electric motor, and does the device still work as a motorcycle as we know it, and does it work like it should in Singapore?

Singapore’s first performance electric motorcycle Energica debuted in early July - and CarBuyer had the scoop on that of course - and we test it now to find out.

As explained in that news story, the EsseEsse9+ (for sanity’s sake I’ll call it the ‘SS’ from now on) is the conventionally-styled choice of the three-bike Energica range, the other two models being the supernaked Ribelle, and faired sports bike the Ego+.

In 2010 we tested an electric scooter on the roads in Singapore and it scared us shy of the idea of an electric motorcycle, even for sensible purposes. 11 years later, the promise has finally come true. Like the BMW i3, which in 2014 showed us that electric motoring really had arrived, the Energica SS is a motorcycle whose performance and range can hack it in real world Singapore. 

The entire reason why Energica is the first performance e-motorcycle here is because the rules just changed in early 2021 to allow electric motorcycles with an output of more than 10kW (13.4hp), and God (or the LTA anyway) only knows why that rule was around in the first place. 

But ours is not to wonder why this being Singapore’s first proper electric motorcycle, the key question here is: What’s riding a proper electric motorcycle really like, and who should buy one?

https://youtu.be/-v8pW3Sc1R0

Hiding in plain sight

From afar, the SS looks just like any other motorcycle. Everything’s conventional, from the round headlight, naked bike bodywork, a tubular steel frame, forks, swingarm, and chain. 

While electric cars have overt styling features - see the recent Hyundai Kona Electric facelift for an example - to clue you in, only when you step closer to the bike do you realise what it is.

There’s no engine, and the dead giveaway is none of the steel origami that’s de rigueur for a modern Euro IV compliant bike. The only thing that looks like an engine is the motor, and it’s in the ‘wrong’ place, the finned metal contraption located just ahead of the swingarm.

In some ways, the Energica is type personified as a small Italian motorcycle maker. It is, after all, located in Modena, and in the same locality as Ferrari, Lamborghini, Ducati, with both Aprilia and MV Agusta a couple hours’ drive away.

The presence of high-spec components: Brembo radial brakes, a rebound-adjustable Bitubo rear shock, fully-adjustable Marzocchi front forks. CNC-machined components can be seen under the seat, on the rearsets, handlebars and triple trees, with a robust-looking fat handlebar.

Instead of Aprilia’s ‘x number of championships’ badge on the tank, there’s a decal reminding you of its status as the maker behind all of the FIM MotoE bikes.

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Generally, the Energica looks well put together. But there are clues it’s relatively new to the game - the switchgear feels plasticky, and some of the details could be tidier - the ABS brake pump is tucked under the right side fairing, and visible when you ride.

Front row for a peek into the future

As a slightly-retro styled naked, sitting on the SS is reassuring with its manageable seat height, relaxed rider triangle, and slightly sporty - though not uncomfortable - reach to the bars. 

Starting it is different, though. Turning the key lights up the green Energica logo on the ‘tank’ with a start-up sound that’s very device-like. The bike won’t do anything yet - you have to press the front brake, and hold the ‘ignition’ switch momentarily,  the ‘go’ indicator on the dash shows you’re ready to move. 

Crack open the throttle and it’s all vaguely disturbing as the bike creeps forward with a vague whirr from the motor, the utter lack of a left-hand lever completing the familiar-yet-bizarre experience.

It’s more jarring than an electric car, because hybrids are familiar, and uber-refined sedans don’t want you to hear the engine anyway. In contrast, for motorcyclists a running engine is life, no matter the type of bike. If it ain’t vibing, you ain’t moving. 

Yet here we are, no vibes, no engine puttering, just motion. It’s a strangely Zen experience, pulling up to a red light and hearing nothing but the noise of everyone else. The weird thing is, nobody, not even other motorcyclists, seem to notice at all. 

But there is a noise from the motor, a high-pitched whine that’s most reminiscent of a radio-controlled car - essentially it’s the same thing after all, just that you’re the controller.

At low speeds and over bumps, which is most of Singapore’s roads now, it’s not constant. Since there’s no clutch or gearbox to moderate things, the motor note jitters and jives with the bumps, you can even hear the tyres and the chain at work too. The bike’s low-speed manuverability is decent, but nothing to shout home about. As e-scooters zip past you at the light, it makes you wonder - how’s this any better? Is the electric dream fizzling already? 

On to Page 2: Riding experience, charging, and cost

Go back to Page 1: Introduction, styling, starting off

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Light Cycle 

The difference is that you can easily hit, and exceed, highway speeds, then sustain them without turning yourself into a smear on the road, or burning down the house.

Where electric vehicles really turn the screw is exactly that: Torque. There’s 109hp, which is about as much as a decent 600 to 900cc midweight should make, but the 200Nm of torque is outrageous - it’s twice what the BMW F 900 R makes, and that bike is no slowpoke.

Since you don’t need to faff about with a clutch or gearbox, it launches right off the line with hilarious, neck-straining quickness - Energica claims 3.0 seconds flat, which is quicker than many a luxury performance car. Just like a BEV, the disconnect between the speed you’re doing, and the total lack of engine noise, is very entertaining.

In fact, I think the Energica is possibly the bike that’s easiest to get nicked for speeding on. 70km/h and above all sound the same, even if you’re deep into license-shredding territory (we presume). The top speed is maxed out at 200km/h.

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There are riding modes - Eco, Urban, Rain, and Sport - but the torque is ever-present in all of them, just slightly blunted in the lesser modes, with traction control and ABS upped accordingly.

Also accordingly, the Energica is better the faster you’re riding. It’s a heavy thing, at around 270kg, you have to keep in mind that while it looks like a middle-weight naked bike, it’s as heavy as a BMW R 1250 GS Adventure.

So at urban speeds, it handles decently but nowhere near as agile as a petrol-powered midweight, and on the really tight stuff you need to hang off more to get it with your programme, while at higher speeds that translates into a pleasing balance of handling and stability.

Since the massive torque makes light of the bike’s weight in a straight line, we can see some riders being caught out on a hot approach to a corner. You do need to take a few corners to recalibrate your brain and riding style to suit, and at least the top-shelf Brembo radial brakes that provide excellent stopping power, even with one finger on the lever. 

Another bonus is parking: The Energica isn't that hard to push around, since it's not bulky. To help you out further, there's even a manuver mode, with reverse and forward at parking speeds.

Bolts and nuts

The SS can hack it on range, there’s no problem there. On our ride of more than 100km, with bursts of spirited riding and plenty of highway work - where EVs sometimes falter - brough 7.0kWh/100km, which is good for 270km on a single charge. That’s plenty far and further than many regular motorcycles.

By our count, it should make the Energica about seven times less expensive to run, for fuel alone, than a normal bike.

We also tested DC fast charging at SP Power’s public chargers, and it brought the bike from 40 percent to full in around 40 minutes. But to get the best out of it, like an electric car, you will need somewhere to ‘slow’ charge it, preferably overnight.

So it has great range, behaves like a bike should, and it’s fun to ride in its own way, with the extra upside that your neighbours will never ever complain and your eco-conscience is spotless. But beside needing somewhere to charge, what are the downs? 

Besides some minor build quality niggles, at S$69k OTR, it’s in the league of a luxury European performance bike, so it’s definitely not cheap. And at that price, you should expect a six-axis IMU with advanced safety features such as cornering ABS. The 4.3-inch TFT display is bright and clear, but the font and menu system need some work - bigger speedo digits would be a good place to start. Since the charging port is under the seat, there’s no stowage space at all. 

What about handouts? Unlike BEVs, which get up to S$45k off from VES and EEAI, there are none for electric motorcycles, well, #becausemotorcycles.

The road tax isn't exorbitant, at S$264 per annum, but might be in a few years. Under the LTA's new rules, electric bikes - like cars - pay an extra flat fee to road tax. Now until the end of 2021, it's S$50 extra (part of the S$264).

But for 2022 it's an extra S$100, and in 2023 onwards, a sizeable S$200 per year. As nonsensical as it sounds, the LTA says it's to "to partially recover for the fuel excise duties paid by equivalent ICE motorcycles. This will enhance parity in the treatment of ICE and electric vehicles, until we are ready to introduce a distance-based tax."

I mean, let's just forget the fact that the prime reason someone would want to buy this is similar to owning a Tesla - they want electric, sustainable performance at the cutting edge precisely because it's not gas powered. But ours is not to wonder why, again.

At its best, the Energica is punchy, energetic, and thrilling to ride, and very much captures the spirit of motorcycling in its own futuristic way. It’s a properly fun motorcycle whose biggest trick happens to be running on electricity rather than gas. And while that might be a clever trick now, in a few years, it’s going to be the only game in town.

Energica EsseEsse9+ 

Power	109hp
Torque	200Nm
Battery type / capacity	18.9kWh lithium ion
Range	230km combined average
Charge Type / Time	3kW AC / 7 hours
Fast Charge Type / Time	20kW DC Fast Charge / 1 hour
Weight	270kg average
Seat Height	790mm
Agent	Ifyni Pte Ltd
Price	S$69,040 OTR*
Availability	Now
Verdict	Takes some getting used to, but the performance on tap is an exciting experience in its own way. If this is the future of motorcycling, sign us up.

*OTR = On The Road, inclusive COE, Road Tax sans insurance