Electric Motion EPure Race 2020

October 22, 2019
Trialworld

Electric trial bikes are no longer a strange and minority option in our market. There is already a specific category of the TrialE World Championship and fans are increasingly open to electric mobility. In a segment as specific as trial, where performance and sensations are understood in a very different way from other specialties, technical evolution is a key point to boost its presence in the market.

Right now, Electric Motion is the only brand specialized in trials whose catalog is made up of 100% electric motorcycles. The French brand has worked hard for 2020 with the
launch of the EPure
, which breaks almost radically with the
EM Sport
, its predecessor. And to understand all these changes beyond a technical sheet, we organized an exclusive test of the new model with the importer of Electric Motion in Spain, Pollux Motion.

First, let’s take a look at the fundamental differences between the Electric Motion EPure and the 2019 model.
The most tangible, especially for mid-high level riders, is the incorporation of an oil-bathed mechanical clutch (only for the Race version), with 250cc capacity. This clutch has its corresponding discs and diaphragm. For regulation, you can play with the size of these discs and also with the clutch pump. In short, it has the same clutch regulations as a traditional combustion motorcycle. It’s important to note that the EPure Lite and Sport versions come with an electronic clutch.

MECHANICAL ASSEMBLY & BATTERIES

In terms of mechanics and propulsion, there are three fundamental elements in an electric motorcycle of these characteristics : battery, controller and motor. All this represents a set of features, i.e. these three elements must be proportionate to offer maximum performance.

In the dynamic test, Jorge, Electric Motion’s distributor in Spain, set up the EPure for us with the standard set-up, knowing that our level is medium-high and he could have set up the racing setup. However, the key is to understand how this electric mechanic behaves from its base, and from there work with the software until you find the answer that best suits each rider or driving style. A new setup is expected to arrive in January, which is easily charged with a USB on the controller itself.
Regarding the battery, Jorge tells us that this EPure comes equipped with a 1.7 battery, which comparatively and under normal conditions of use is equivalent to a range equal to or greater than that of a Montesa Cota 4RT. The engine develops 16hp, with a wheel power of 600 Nm (a 300cc 2-stroke is around 480 Nm). This indicates that in terms of torque it would be in line with a benchmark Q2 in the market.

Is torque or power better? Torque allows us to make short obstacles with control, while power gives us long-distance performance (engine stretches, launched with a lot of inertia). As for the speed that the EPure develops, it is limited to 60 km/h, and the speed that it would reach without limitation would be 80 km/h, a more than sufficient record for a trial bike whose mission is not to reach high speeds.

CYCLE PART

As for the suspensions, the test bike came equipped with an M4, an air fork, without springs. Work with compressed air. You can adjust the hydraulic extension, while the compressions and preload are regulated by the pressure you put on the bottles. The savings are approximately one kilogram. It is also possible to order the EPure with a standard Tech fork with aluminium bars. At the rear, it gets an R16V shock as standard. A three-way Reiger can be fitted as an option.

More details of the cycle part. The swingarm, along with the stand, comes entirely from a Sherco, although elongated by two millimetres.
Before we get behind the wheels, let’s take a look at how the Electric Motion range is set up. The brand sells three models: EPure, Escape and ETreck. The specific trials are the EPure and the Escape, which basically differ in that the Escape is more designed to provide comfort on the road thanks to its seat and specific bodywork.

THREE VERSIONS OF THE ELECTRIC MOTION EPURE

As for the EPure, which concerns us in this test, we have three versions: Lite, Sport and Race. The difference between them lies, basically, in the components of the chassis part, with different suspension and brake configurations. Also in the clutch section, since the Race is the only one that is equipped with the mechanical clutch as standard (the other two models have an electronic clutch). In terms of weight, the three versions range from 71 to 73 kilos.

AUTONOMY AND CHARGING TIME

The range is also similar and is around 40 kilometres, knowing that in the trial this measure is not entirely representative, since in the areas hardly any kilometres are covered, but instead there is a more logical measure, which is the hours of use. It’s more or less between 2 – 3 hours not doing high-paced trails. And the battery charging time is 2.1 hours until 100% charge.
A final key point is that this EPure can be driven with a B license and two years of experience, since its homologation is equivalent to a 125cm3 combustion engine.

PRIVATE TEST FOR TRIALWORLD

We organized a private test session for Trialworld with the Electric Motion Spain team, where Jorge explained to us for almost an hour in great detail the differences and particularities, not only of the bike, but of the technical operation of an electric trial motorcycle. Seven riders from the Trialworld team travelled to the race, with different ages and levels, some used to 4-stroke bikes, others to 2-stroke bikes and some fans of the classics. Various points of view to ensure a good balance of sensations.

GEOMETRIES AND COCKPIT

Let’s start with the basics. The geometries are those of a standard trial bike, so at the helm you feel at home from the first moment. The particularity begins with the start-up. Once lit, everything begins with the placement of the man overboard, which gives way to the light blue illumination of the map witness. This first map is equivalent to the impasse. That is, the bike is activated, but the throttle is not responding. A good safety measure, because, as it does not make noise, in terms of sensations you never know when the bike is ready to go. You should check the map it’s on.
The entire bike is configurable via software. Jorge told us that the bike was with a set-up that represented approximately 60% of its maximum capacity.

MAPS AND THEIR ELECTRONICS

To get going, the first thing to do is to change the map and go green. It’s the most basic setup. Since you don’t have a gearbox or gears, you don’t have to clutch to get going, just accelerate. In fact, it’s best to forget that you have a clutch for at least the first hour, as it’s time to get the feel and traction point of the bike. You have to feel the motor in your grip and play with its elasticity.
This green map is the most interesting and operational for most users and levels. Why? Basically because it is where the bike is more intuitive and easy to ride, where it is also more permissive in the face of inaccuracies in the gas. If you’re driving on the most aggressive maps, a simple throttle stroke can take you off the line.

WHAT ABOUT THE GEARBOX?

Another key point is that there is no gearbox. Imagine a motorcycle where you make that high-precision turn at pure idle in the same gear and also a high with third-rate inertia. Well, with the Electric Motion you have all that in the throttle grip. Hence the prudence of using maps sensibly and finding, rather than power, sensations. The blue map is the middle map and you have more immediacy. If you’re going to ride at a rather high level, it’s the best choice. And red, almost for exceptional circumstances. Basically, because what you gain in power is minimal compared to the demand for driving to maintain control.

THE MECHANICAL CLUTCH

Let’s talk about the clutch, which is perhaps the big novelty. Until now, the EM was equipped with an electronic clutch, the same one now fitted to the EPure Sport and Lite. That is, when you activate it, the engine slows down, so you can’t play that game of “chopping the clutch” to rev it up and face a big obstacle. The EPure Race incorporates the traditional mechanical clutch, just like a combustion motorcycle, with its oil. This does allow us to bring the sensations closer to the riding we are used to.
The conclusion is that the work has been brilliant and we did achieve more precision for more technical areas, but we appreciate that for an entry-level and medium-low, you don’t even need the clutch for these electric motors. And by the way, it is important to note that the mechanical clutch is not an extra, but an original configuration, so an EPure Sport can never be fitted with a mechanical clutch, but must be original (EPure Race).

At the level of chassis, the M4 fork is to take the point. On the one hand, it provides lightness and a feeling of great comfort, with high sensitivity. And on the other hand, it seems somewhat more unstable compared to a traditional fork. It’s a matter of feeling. At the rear, the R16V shock behaves quite well dynamically, although it is not up to par with the quality of the rest of the bike. We remind you that you can order it with a 3-way Reiger, which is highly recommended.

CONCLUSIONS ELECTRIC MOTION EPURE RACE 2020

We must be very satisfied that there are brands contributing technology and research to trial, developing electrical technology to apply it to the complex sensations and performance that trial requires. That said, the product presented by Electric Motion in its 2020 catalog is a great evolution compared to its predecessor, increasing its technical level and bringing us closer to driving a combustion motorcycle, but with other virtues, such as traction and more elastic response.
On the contrary, the price is high, since the EPure Race is close to €10,000 and that is a key variable in the decision to incorporate an electric motorcycle into the garage or not. And for this price, it should have better components on the chassis side, especially at the suspension level. Otherwise, the time we have spent with her has been a lot of fun and rewarding. If we could, we would also have an electric motorcycle, not so much to replace the petrol one, but to complement it. Those who have to choose whether to be electric or petrol have a harder time thinking. Let’s not forget that, despite being electric, in terms of power it is a full-fledged motorcycle and environmental legislation applies exactly the same as a combustion engine.