Assuming everything stays on track, 2026 will go down in EV motorcycling history as the year the holy grail was reached.

Verge Motorcycles has announced it is putting the industry’s first 100% solid-state battery pack into production, with the deliveries beginning by the end of March. And yes, I did write by the end of March. Verge is saying these batteries are out of the lab and going into regular vehicle production.

The stats for Verge’s new solid state battery are staggering. The Estonian company claims its new battery has a real world range of 600 kilometers, which translates to 372 miles.

Here’s the real kicker, the massive 33.3 battery can reportedly add 300 kilometers or 186 miles of range in just ten minutes in ideal conditions at a DC fast charger. Here in the U.S. it is expected to come equipped with a NACS DC fast charging port. Based on those stats, the Verge TS Pro might be the first electric motorcycle to go 200 miles or more on U.S. interstates without stopping.

The battery is being made by Donut Lab, which is a Verge Motorcycles spinoff company. Donut Lab claims its solid state battery will have almost unlimited recharge cycles, adding its batteries can be used in all kinds of applications ranging from vehicles to grid storage, and even drones. In the video at the top of this post Donut Lab CEO Marko Lehtimäki discusses his company’s solid state battery.

As far as I can determine, the final weight of the new bike had not been announced at the time of publishing this story, but the current Verge TS Pro with 20.2 kWh lithium ion battery weighs 507 pounds (230 kg).

Since solid state batteries are more energy dense, I’m guessing the weight will be about the same for the new bike.

To put that weight into perspective a Zero Motorcycles SR/S weighs 518 pounds and a LiveWire One weighs 562 pounds, both with much smaller batteries, while Honda’s gas-powered NT1100 weighs 547 pounds.

The good news doesn’t stop there. Unlike lithium-ion batteries, solid state packs deliver more consistent energy across extreme temperatures, so you shouldn’t see a big range hit during those 40-degree rides. Verge also claims they have a longer lifespan.

As far as pricing goes, the solid state bikes are expected to cost about as much as the current models. As of today, the base TS Pro starts at $29,900 before taxes and fees, according to Verge’s website.

More EV Motorcycles Coverage

A Very Zappy Christmas

Zero Motorcycles’ Big Pivot For 2026

Aoocci C6 Pro Transforms Motorcycling

200-Mile EV Motorcycles May Be Coming Soon

Join EV Rider For EVs At Daytona Biketoberfest 2025

Unlike pie in the sky start ups like Damon, Verge has actually been delivering bikes. So this doesn’t appear to be just a hype machine. Given today’s bold statements saying deliveries will begin later “this quarter,” we won’t have long to wait to find out if its another overly optimistic promise or the real deal.

Other motorcycle companies are also racing toward solid state. For that part of the story, watch this video:

The post Verge Says It Will Be 1st With Solid State Battery appeared first on EV Rider.

Hit play for a quick holiday cartoon from EV Rider and Zappy the Chihuahua.

And next, watch EV Rider and Zappy’s first full-length animated cartoon adventure as they take on Big Coal’s Coal Miner Carl and Councilman Slyme to save the day from pollution. It’s a silly adventure produced in the spirit of cartoons like Road Runner, Daffy Duck, Yogi Bear and many of the Saturday morning cartoons so many of us grew up with.

If you enjoy either of these cartoons please consider sharing them and dropping a note in the comments.

Cartoon: EV Rider & Zappy’s Solar Adventure

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The post A Very Zappy Christmas appeared first on EV Rider.

What a difference a year makes. Zero Motorcycles has a new scooter, a new CEO, a new corporate home, a new concept bike and apparently, a new direction. We’ll get to the 2026 lineup in a moment, but first the back story.

If you don’t follow Zero Motorcycles closely you might be surprised just how much the company is changing as it celebrates its 20th anniversary in 2026 and rolls out its 2026 lineup.

Whether you’re a Zero insider or not, it’s apparent the veteran EV motorcycle company has changed its strategy.

Instead of pouring all of its resources into developing expensive, top-tier, long-distance bikes, it’s now diving headfirst into what it no doubt hopes is a higher-volume market; that shifts the near-term emphasis from its U.S. roots to overseas.

The changes actually started several years ago when Zero outsourced most of its assembly line work to IMI in the Philippines.

Then this fall Zero announced two major bombshells. It is moving its global headquarters from California to the Netherlands, and then in November announced a sudden CEO change.

Pierre-Martin Bos replaced long-time CEO Sam Paschel, who is stepping into a senior board advisory role.

At the same time, there’s concern in the Zero community that the SR/S sport touring model might be on the way out, although that hasn’t been confirmed by EV Rider.

The concern arose because the SR/S doesn’t appear in Zero’s first video showing the 2026 model lineup. However, at the time of this video and story’s posting, the SR/S was still listed on Zero’s U.S. and European websites.

Now the biggest news: Zero is launching a new urban Scooter called the LS1.

It sounds like a fantastic urban runabout with 71 miles of range and a roomy storage area under the seat that’s big enough to fit a helmet. Or, riders can opt to add a third battery to increase the range to 106 miles. By the way, we’re talking urban miles here, not U.S. interstate miles. The LS1 scooter’s top speed is expected to be 62 miles per hour when it reaches showrooms.

U.S. EV fans won’t be getting a chance to check the LS1 out anytime soon. It’s not coming to the states, according to multiple reports from sources like Ride Apart, Motorcycle.com and Electrek. But you’ll find plenty of video of the LS1 in the EV Rider episode at the top of this post.

Deliveries in other parts of the world are expected to begin by the end of 2025.

Meanwhile, Zero’s bigger bikes that are meant for interstate use are getting minor updates. Zero hasn’t made any public mention of DC-fast charging coming anytime soon.

The SR/F is getting a modest refresh with aero strakes and a redesigned belly pan. The changes are expected to enhance airflow, while it looks like base models of the bigger bikes will now come with 15.6 kWh batteries as standard.

Speaking of airflow, there was also no mention of what looked to be a very promising range gain. In 2024 White Motorcycle Concepts and Zero showed off an SR/S with a new pass-through aero system that resulted in a 10% reduction in drag, which yielded a range gain of between 7 and 9 percent during highway testing. You can see the prototype in the video report at the top of the post.

Zero Motorcycles 2026 Launch Video (story continues below)

But that was two years ago and the SR/S aero concept still hasn’t made production. Given the focus on other models in Zero’s 2026 model year launch video, there’s a real question of how much longer the SR/S will remain available.

Zero, if you’re watching this video or reading this post, please consider dropping a note in the commentts or emailing me about the future of the SR/S for 2026 and beyond so I can update this story with more definitive information.

Now back to the good news: Zero is offering more affordable bikes in the lower end of the market for new riders; especially in Europe, Latin America and the Asia-Pacific.

Zero Motorcycles Lompico Concept EV Motorcycle

Zero is also showing off a new concept bike called the Lompico that will include what Zero says is an all-new operating system called Cypher 4.

That bike also looks like it will be aimed an urban-commute audience since it’s expected to have an 8.8 kWh battery, compared to the 17.3 kWh battery offered in Zero’s current top tier models.

The entry level XB and XE bikes are also returning for their second model year, although they aren’t still aren’t street legal here in the U.S. The XB has a U.S. list price of $4,395, which is the most affordable Zero ever made.

Meanwhile, the price of the new LS1 scooter is expected to slide-in under $10,000, since it’s part of Zero’s All Access initiative, which has a goal of six new models priced under $10,000. The LS1 includes standard traction control and ABS.

For new urban riders in many parts of the world, 2026 looks to be an exciting year to consider a Zero now that it has a more affordable lineup.

But for existing customers looking for a reason to upgrade their bigger, more expensive Zeros, they’ll need once again content themselves with the phrase, “maybe next year.”

More Zero Motorcycles Coverage

200-Mile EV Motorcycles May Be Coming Soon

Roundup Of 2025’s EV Motorcycles

EV Motorcyclists Slay Tail Of The Dragon In NC, TN

Top 10 EV Rider Videos Of 2024

Zero Motorcycles Unveils 2 New Models & Concept Bike For 2025

22k Mile Review: Zero SR/F Gets Better With Age

The post Zero Motorcycles’ Big Pivot For 2026 appeared first on EV Rider.

Having a widescreen rear-view camera display along with tire pressure monitoring, dashcam recording, route tracking, wireless Android Auto, Apple Car Play, additional trip readout, GPS compass and fast Android and iPhone app playback elevates motorcycle entertainment and safety when used correctly.

This week on EV Rider we’ve got a look at how to turn your motorcycle into a high-tech powerhouse with a review of the Aoocci C6 Pro all-in-one motorcycle unit.

Related: Aoocci C6 Pro at Amazon.com

The kit includes front and rear cameras, tire pressure and temperature monitors, video recording along with wireless Apple Car Play and Android Auto. It all comes in a well-designed, easy-to-install package that includes everything needed for most motorcycles.

Aoocci’s system is the most sophisticated safety and infotainment device I’ve yet to experience on a motorcycle.

In the EV Rider episode at the top of this post I break it all down, from an on-the-road review to a step-by-step look at the installation.

The kit includes the main 6.25-inch, 1,000-nit brightness display, 2-cameras, remote control, all hardware including mounts, spacers, zip ties and tools.

The cameras also record sound. They can be viewed while riding in either widescreen (front or rear) or split-screen (front & rear) view. The videos can be downloaded directly to your Apple or Android smart phone via a wifi-connected app that can be downloaded by scanning a QR code in the included installation manual. Videos can also be played back directly on the unit’s screen when stopped.

They include time and date logging that can be turned on or off. The camera display also shows trip mileage and the current heading such as north, west, etc.

The app lets you track your routes or review your video library so in the event of something noteworthy you can quickly play back your video on your phone and decide whether to permanently save it.

The C6 Pro also includes a built-in G-sensor that automatically detects collisions or sudden impacts. If an accident occurs, it locks and protects footage of the incident, which could be helpful in settling an insurance claim or establishing who is at fault in an accident.

I found the kit straight forward to install, but more importantly, it’s simple to use. In addition to the touchscreen, primary functions like activating the cameras or Android Auto/Apple Car Play can be handled with a simple button touch.

The touchscreen does work fine with my gloves but when I’m riding I really don’t want to be using a touchscreen. So instead I set up the apps I want to use, such as music and maps, before my ride. Then if I want to change or see something on-the-fly while riding, I use the remote control that I mounted on my handlebar.

Another great feature is the real-time tire pressure and temperature monitoring. The sensors are easy to install, they simply screw on, replacing your standard valve caps. They then send constant updates to the unit, which can be seen on the main screen. You can also set them to automatically alert you with an on-screen warning if the tire pressure drops below whatever psi you set.

The included app is also a nice touch. It allows you to record your routes. More importantly, it also brings up a directory of all the front and rear camera videos saved on the unit’s included 64 GB Micro SD card, allowing you to quickly download anything you want to save.

For you motorcycle bloggers out there, one thing you shouldn’t do is think of these cameras as a replacement for dedicated video gear. The quality is fine for the unit’s view screen and documentation of any noteworthy events, but its not going to look as good on a 70-inch 4K TV as a dedicated 4k action cam. The videos are recorded at 30 fps in 1080p resolution.

Wireless Android Auto and Apple Car Play work as expected. The unit will send a pairing command to your phone. From there the process works just like it would in a car. Bluetooth audio for calls and music is still piped into your Sena, Cardo or bluetooth speakers of choice.

For additional information, especially concerning the installation and a review of some of the unit’s functions, watch the video at the top of this post. For Zero SR/F owners: If you’re looking for even more detail on disassembling your SR/F’s plastics and some electronics watch this eMoto Design video.

Aoocci C6 Pro Specifications

EV Rider Editorial Policy Regarding Review Units

Aoocci provided EV Rider with the C6 Pro featured in this review but did not have any editorial input into this video or post’s production, nor did it see an advance copy of the video or post. EV Rider’s editorial policy regarding review units is available here for anyone that would like to review it.

The post Aoocci C6 Pro Transforms Motorcycling appeared first on EV Rider.

As good as EV motorcycles have gotten the past few years the next breakthrough should make them more appealing to traditional gas motorcyclists that enjoy long distance touring.

If you’re a regular EV Rider viewer chances are good you know some fellow motorcyclists who say they’d never consider an EV due to relatively short range and charging limitations. While that’s been a fair criticism from motorcyclists that do long distance riding, it appears we’re about to see some technical breakthroughs leave the labs and head to the assembly lines that will likely finally put that argument to rest.

The most exciting developments come courtesy of Ducati and Volkswagen along with Farasis, which supplies batteries for Zero as well as Samsung, which supplied LiveWire One batteries.

Let’s start with Volkswagen and Ducati. They unveiled a solid-state battery at the IAA Mobility trade show in Munich that will debut in Ducati’s V2IL’s electric racing bike.

Ducati’s EV, which isn’t publicly available for sale, has been used in MotoE’s World Cup since 2023. The current bike has an 18 kWh battery with 20-kW DC charging.

While Ducati didn’t announce specs, you can expect much better power density from solid state and then there’s this nugget that Ducati did announce: the new pack will charge from 10-80% in under 13 minutes.

Solid state batteries have higher energy densities and ditch some components like liquid electrolytes, which means you can also expect significant weight savings.

Then there’s Farasis Energy, which supplies the battery pouches for many of Zero’s motorcycles.

At this year’s China International Battery Fair, Farasis announced it has a semi-solid state battery solution for motorcycles that promises to balance cost and performance.

That likely means we’ll see a significant battery range and charging speed jump when the next-gen Zeros are introduced, perhaps as soon as 2028. This is my own speculation and has not been confirmed by Zero.

It also would make sense to roll out a new higher voltage architecture at the same time, finally giving Zero’s flagship bikes DC fast charging. Zero’s last battery jump was in 2022 when its largest battery pack went from 14.4 to 17.3 kWh.

More EV Motorcycles Coverage

Verge Says It Will Be 1st With Solid State Battery

A Very Zappy Christmas

Zero Motorcycles’ Big Pivot For 2026

Aoocci C6 Pro Transforms Motorcycling

Join EV Rider For EVs At Daytona Biketoberfest 2025

Next up is LiveWire, which is owned by Harley-Davidson.

Currently the largest battery available in a LiveWire is the One’s 15.5 kWh pack, which has cells provided by Samsung. Samsung is also working on solid state batteries, with plans to get them into mass production in 2027.

LiveWire also recently trademarked the name S4 Honcho.

In its original product roadmap, LiveWire indicated its upcoming S4 motorcycle would be a heavyweight, implying it would have the biggest battery in the lineup. 

However, before getting too excited, it’s important to note that LiveWire moved away from Samsung cells for its trio of S2 models, and neither LiveWire or Samsung has confirmed any plan for another joint battery project.

Then there’s tiny, boutique California motorcycle maker Lightning, which has been working with the Enevate battery company. They claim to now have a lithium-ion 24-kWh battery pack that can add 135 miles of range in less than 10 minutes when DC charging.

Lightning says the new battery is good for 160 miles at 70 miles per hour. The solid state battery that Ducati is showing off would likely do even better, perhaps surpassing 200 interstate miles.

To put all of it into perspective, the current record holder in terms of a battery that is actually on roads: the Energica Experia’s 22.5-kWh pack is good for roughly 120 or so miles of interstate travel and Verge isn’t far behind with a 21.8 kWh battery option.

EV motorcycle fans have seen overly optimistic promises before but what makes this time different is established players are making the claims.

Plus, major automakers like Mercedes, Stellantis and Toyota have also announced solid state batteries are much closer to being production ready.

Put it all together and it likely means the dream of a true, fast-charging 200-mile EV touring bike is closer than ever.

Editorial disclosure: The motorcycle pictured in the upper right hand side of the video thumbnail graphic at the top of this post is a rendering generated by AI.

The post 200-Mile EV Motorcycles May Be Coming Soon appeared first on EV Rider.

UPDATE: This event has now concluded. Thanks to everyone that attended!

ORGINAL POST: Join other EV motorcyclists as we enjoy Biketoberfest 2025 in Daytona Beach.

We’ll meet at 10 a.m. at the Chargepoint chargers in front of the Target at 2380 W International Speedway Blvd, Daytona Beach, FL 32114.

We’ll ride over to N. Beach St., park, & walk across the Main St. Bridge to the center of things, then over to the bike show on the boardwalk.

RSVP ON FACEBOOK

After that we’ll head to lunch and then back to the bikes for an Ormond Loop run, which is the most picturesque road in the area.

Kickstands up at 10:15 a.m.

If you’ll need to charge longer than 10 minutes, plan on arriving before 10. There are 4 ChargePoint L2 chargers available at the meetup location.

If you need to DC charge before the meetup, there are CCS stations just down the road at One Daytona (FPL) and the Volusia Mall (EVgo).

The Supercharger next to our ChargePoint meetup location is also CCS-accessible with an adapter if you have an EV that has an agreement with Tesla. Please note the Tesla charger does not have any MagicDocks.

EVs At Daytona Beach Biketoberfest 2025 Resources

• Daytona Beach Destination Guide
• 33rd Annual Daytona Biketoberfest Official Website
• 33rd Annual Daytona Biketoberfest events
• Lodging in Daytona Beach

EV Motorcycle Coverage

Verge Says It Will Be 1st With Solid State Battery

A Very Zappy Christmas

Zero Motorcycles’ Big Pivot For 2026

Aoocci C6 Pro Transforms Motorcycling

200-Mile EV Motorcycles May Be Coming Soon

The post Join EV Rider For EVs At Daytona Biketoberfest 2025 appeared first on EV Rider.

There’s big news today for motorcycle fans. Italian motorcycle EV motorcycle brand Energica has emerged from bankruptcy and completed a deal with Singaporean investors.

That’s according to Energica CEO and Global Sales Director Stefano Benatti. Benatti says the first order of business will be restoring the flow of parts for existing owners of bikes that may need servicing.

Benatti also confirmed Energica plans to resume production of existing models: the Ego +, Eva Ribelle +, EsseEsse 9 and the Experia sport touring EV.

Energica plans to rebuild distribution in its former key markets and expand from there. Benatti didn’t say where the bikes will be manufacturered but did confirm “the core team of Energica will run our development and operations from Italy.”

Benatti didn’t get into specific details such as annoucing the size the investment or naming the Singaporean investors. Nor did he give a timeline of when production is expected to resume or how many former employees might be rehired.

More EV Motorcycle Coverage

Verge Says It Will Be 1st With Solid State Battery

A Very Zappy Christmas

Zero Motorcycles’ Big Pivot For 2026

Aoocci C6 Pro Transforms Motorcycling

200-Mile EV Motorcycles May Be Coming Soon

Energica previously announced in Oct. 2024 it would be going through a bankruptcy liquidation and has been working its way through the process.

Energica Bankruptcy Oct. 15, 2024 Bankruptcy Announcement

Energica Motor Company SpA, a manufacturer of high-performance electric motorcycles 75% controlled by the American fund Ideanomics Inc., announces that its Board of Directors meeting held on 14 October 2024 at 3:00 p.m. resolved to enter into a bankruptcy judicial liquidation – Source: Energica news release

Ideanomics had acquired a 70% controlling interest in Energica in 2022. In its 2021 investor presentation Energica reported it had a production capacity of 500 bikes per year.

After Ideanomics acquired a majority stake in Energica, stocktitan.com reported production capacity had been increased to 2,000 bikes per year and sales had surged 78%.

Some fans of the brand claim Ideanomics starved Energica of needed capital. While EV Rider can’t confirm the accuracy of the accusations it is public knowledge that Ideanomics’ stock crashed, plunging from $618 a share in 2021 to 10 cents at the time Energica’s bankruptcy was announced.

Energica motorcycles have both AC Level 2 and Level 3 DC fast charging, giving them a refueling edge over models from American competitors Zero Motorcycles and Harley-Davidson owned LiveWire.

I’ve ridden three different Energicas over the years, including the current generation Eva Ribelle and Experia.

The Evas were top heavy bikes that didn’t do a particularly good job of hiding their weight compared to gas bikes of similar weights I’ve ridden.

However, the Experia, which is Energica’s newest design, is a wonderfully balanced bike and is – in my opinion – the best EV touring option available at the time in the EV space.

While Zero’s SR/S and DSR/X are lighter, their lack of DC-charging slows them down when it comes time to refuel after eating up the interstate miles.

Energica isn’t some fly-by-night startup. It has a track record, including a rich racing history in MotoE and MotoAmerica.

The former version of Energica was a family business which traced its roots back to CRP. CRP has been in business over 45 years, while the former Energica EV business had passed the decade mark.

Here in Florida, Energica owners Rick Flashman and his wife Sabrina have had many touring adventures on their Evas and Experias, including a nationwide ride from California back home to Florida.

Over in New Zealand, popular YouTube Energica-owner Sam Baker has more than 12,000 followers. He and his wife used to document their Energica adventures.

For Energica owners looking for more information, here are some additional resources:

• Energica Owners Association (owners only)

• Energica Owners Group

• Energica website (Editor’s note: At the time of this story’s posting, the website had not been reactivated yet.)

• More EV Rider Energica coverage

The post Energica Motorcycles Is Back, Emerging From Bankruptcy appeared first on EV Rider.

If you’ve got any motorcycle-powered accessories acting a little wonky don’t automatically assume there’s a problem with the device. It might be something else entirely.

My Android Auto navigation screen started acting up during a long ride. It would go out sporadically or the touchscreen would stop working, so I mistakenly assumed something was wrong with the product.

Related: Link to the INIU portable charger featured in this post’s video

What was the real problem? It turned out the unit was occasionally trying to pull more power than the bike’s USB port could deliver.

These days we’re asking more of our bikes’ electrical systems than ever before with second screens, lighting kits, aftermarket heated grips, cameras and more.

For example, a heated vest alone can pull more than 6 amps. Now add in front and rear cameras along with whatever other aftermarket accessories you’re running off the 12v battery or an accessory port and you can see where problems might crop up.

In my case the navigation unit that seemed to be acting up was a review unit so I contacted the manufacturer, which quickly shipped another one. To my dismay, the second unit displayed the same symptoms. But here’s the thing, it wasn’t the manufacturer’s fault. A quick shoutout goes to Ottocast for sending the second unit to allow me to rule out any issues with the actual product.

After doing some testing with both units I soon discovered my Zero Motorcycles SR/F’s USB ports weren’t putting out enough consistent voltage to reliably run the Ottocast’s screen. My guess is when running multiple apps the screen’s processor probably wanted just a bit more power than the USB outlet could deliver, causing the unit to reboot, freeze or temporarily shutdown as a safety precaution.

That got me thinking; there’s probably quite a few motorcyclists out there pulling more power from their electrical systems than they were originally designed to handle.

So what’s the fix? In my case I decided on a cheap, easy solution: a small 10,000 mAh portable Power Bank that can put out 22.5 watts.

That’s enough power to run most navigation units while simultaneously charging a smartphone. In the case of my Zero SR/F it’s as simple as keeping the portable battery in the trunk, although placement is obviously going to vary depending on your motorcycle. For example, an ideal location for the small battery on my Yamaha Tracer 9 GT+ would be under the passenger seat.

My portable battery includes pass-through charging, which means I can still slow charge the portable battery off my bike’s USB while it’s delivering power to my other stuff. So on those long or multi-day road trips you don’t need to worry about something running out of a charge before reaching your destination.

Think of it more as a battery booster. This way you can save your 12v battery for the big stuff. For example, maybe you’ll want to use it to power some aftermarket heated grips, a heated vest and auxiliary lighting, but add the secondary battery in case your bike’s native electrical system is taxed trying to keep up with the demands of all those aftermarket accessories drawing power at the same time.

While most modern bikes can easily handle charging a smartphone, if you’ll be adding a lot of power hungry accessories, an auxiliary power supply might just be worth considering.

The post How To Avoid Motorcycle Accessories Overload appeared first on EV Rider.

A lot has happened in the EV motorcycling industry over the past year. While a good number of new models have been introduced, it hasn’t been all sunshine and rainbows.

It’s time for EV Rider’s 2025 look at the state of the EV motorcycle industry.

Zero Focuses On Affordable Motorcycles For 2025

As this episode was being uploaded, deliveries were about to begin for the two new Zero Motorcycles models introduced for the 2025 model year, the XB and XE.

They are at the low-end of the EV motorcycle market, which seems to be where most of the action is this year.

While it’s great to see the XB and XE finally in production, they really are more along the lines of beginner bikes than motorcycles. For starters, they aren’t street legal here in the states, meaning they’re pretty much limited to private land and dirt bike trails.

The XB and XE be taking on the popular Sur-Rons, which are a step above electric bicycles, but are also limited to off-road use.

LiveWire Expands Lineup

LiveWire, which is owned by Harley-Davidson, has filled out its line with the recently introduced S2 Alpinista, which it describes as a sport bike standard. It’s very similar to its S2 Del Mar and Mulholland siblings.

I’ve personally ridden more than a hundred miles on the Mulholland and came away impressed with the build quality, handling and acceleration, but all three have small 10.5 kWh batteries so LiveWire fans that like to get out of town on the weekends will probably instead look at the LiveWire One, which has a 15.5 kWh hour battery and DC fast charging.

However, if they want the most range currently available in the EV motorcycling space with a somewhat affordable price tag, then Zero is the brand to look at here in the the U.S. We’ll get to Zero’s long-range offerings in a bit.

Verge TS EV Motorcycles

The EV company perhaps making the most waves this year is Verge Motorcycles, which has finally gotten its TS bikes on roads.

Verge is unique in that it uses a futuristic-looking hub rim motor design and offers what is currently the industry’s largest battery pack available in the U.S., checking in at 21.8 kWh.

Energica was the previous record holder with a 22.5 kWh battery but unfortunately that Italian motorcycle maker declared bankruptcy last year and is currently being liquidated.

Verge’s bikes feature a big touchscreen where a gas tank would normally go and the Ultra model has six cameras for a full 360-degree view along with front and rear radar, bringing automotive-like blind spot safety features to motorcycles.

Verge’s bikes also accel at charging with a peek DC charging speed of up to 25 kW and 3.5 kW when using Level 2 AC chargers.

While Verge’s bikes are exciting, here in the U.S. there are only two stores in the entire country, one in Los Angeles, the other in Santa Clara, CA. Pricing is also out of reach for most riders with the TS Ultra checking in at more than $45,000 once taxes and fees are added.

That leaves Zero to carry the biggest chunk of the EV touring torch here in the U.S. with its SR/F, SR/S and DSR/X lineups.

Those motorcycles currently have 17.3 kWh batteries while a second 3.6 kWh battery can also be added, bringing the total capacity to 20.9 kWh.

Zeros with an optional AC Rapid Charger can reach a peak charging speed of 12.6 kW. The extra battery or Rapid Charger goes in the same location so you can only opt or one or the other – not both.

For long distance touring the other option is the LiveWire One with its smaller 15.5 kWh battery but faster DC charging that peaks at 25 kW in ideal conditions.

There are other new entries in the shorter distance per charge end of the market.

Cam-Am Gets Back Into Motorcycle Business

Can-Am is in the process of rolling out its Origin and Pulse EV motorcycles, which marks its return to building motorcycles after exiting the market in 1987. From a pricing and range standpoint they’ll be competing primarily with the LiveWire S2 models.

The Pulse streetbike is the cheaper of the two at $14,000. They look to be atractive urban commuters but their batteries are even smaller than the LiveWire S2 models, checking in at just 8.9 kWh.

Then there’s Kawasaki’s  Ninja e-1 ABS an Z e-1 ABS with an estimated range of just 41 miles, which is less than some electric bicycles. And forget about taking them on the interstate. The Ninja e-1’s top speed is just 65 miles per hour while the Z e-l manages 63 mph. In both cases that’s using e-boost mode. The sustained top speeds without e-boost modes engaged are 55 mph for the Ninja e-1 and 53 mph for the Z e-1.

Also expected to enter the U.S. market sometime in 2026 is Royal Enfield’s Flying Flea C6 and S6 EV lineup. Final specs haven’t been announced but all signs point to it being yet another urban commuter with a battery size that’s likely to be under 10 kWh.

There is a ton of other stuff out there but most of it isn’t available in the U.S. and this video is sticking with motorcycles – no scooters, no e-bicycles and no vaporware like Damon.

EV Motorcycle Cottage Industry

The last category is the cottage industry, which is the extremely low volume stuff like Lightning and Curtiss Motorcycles. They exist but probably aren’t making more than a few dozen bikes a year – if that.

Finally there’s Shandoka, which is converting old Japanese motorcycles to EVs. EV Rider got to try out one of Shandoka’s conversions last year. You’ll find a link to that video at the end of this one.

And that sums up the state of the EV motorcycle industry here in the U.S. in 2025. If I missed anything let me know in the EV Rider YouTube comments section.

The post Roundup Of 2025’s EV Motorcycles appeared first on EV Rider.

I’m in the constant hunt to improve motorcycling comfort so when I finally came across a pair of underwear with memory foam specifically designed for motorcycle seats I decided to spring for a pair.

But do they work? Let’s find out.

I’ve got a Corbin aftermarket seat on my Zero SR/F. While it was an improvement from my stock seat my butt still started hurting after about 50 miles or so.

When I decided to go on a 1,400-mile ride from Florida to Georgia, North Carolina and Tennessee, I decided to order a pair of Rippl Impact ApexRides motorcycle underwear.

Answering the big question first: Do they work? Yes.

Over a one-week period I rode 1,394 miles with the underwear on, with the longest day in the saddle being 301 miles.

The last time I tried a trip like that I had a severe case of monkey butt that lasted for days and made a good chunk of the return trip miserable.

Also, to clarify, these shorts aren’t a review unit sent by the manufacturer, I bought them with my own money.

What makes the underwear different than any of the other riding shorts I’ve personally found is the memory foam’s shape is designed specifically for motorcycle seats.

The other stuff I’ve seen is actually cut for bicycle seats even though they’ve also been advertised to work for motorcyclists.

The shorts aren’t perfect. I still got sore but they definitely made a big difference, especially on riding days under two hundred miles on back roads where I could stand up and stretch occasionally.

Their biggest downside is they feel intrusive when you wear them, especially the first few times.

Once you’re suited up and finally riding, you quickly forget they’re there, or at least I did.

When I got to my riding locations I wanted to get out of them as quickly as possible. I’ve been wearing them over my regular underwear but under my jeans.

They’re made of a combination of spandex, Polyster and memory foam. Rippl says they also have moisture wicking.

I found they don’t work as well once the temperature gets above about 90-degrees Fahrenheit since sweating in them can add a different type of discomfort. Although I guess that’s true of most riding gear.

I’ve only seen a handful of reviews on the shorts and least one rider said the Rippl Apex Rides didn’t work at all, so take that for whatever its worth.

But I found them to help, so I’ll continue to use them on longer rides.

Speaking of motorcycle comfort, here’s an earlier review I did of Corbin’s seat for the Zero Motorcycles SR/F. If you find either review useful, please drop a like on YouTube. Thanks for reading and watching.

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