Energica Ego – New Motorcycling

„BOAH ..“ – when you hear this from two experienced riders who are used to powerful motorcycle, then something impressive has happened before. The Energica motorcycles make it possible.
(Fotos: Moppetfoto.de, FotoStelvio.com, MotorProsa)

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This text appeared – shortened and slightly revised, and obviously in German – in Motorrad Magazin MO, issue 2.2020 (January), with the appropriate title „Stromaufwärts“.

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Before you read, please note: this post was translated with the help of Deepl.
If you find any errors – please have fun first and then give me a hint.

Riding a motorcycle – a highly emotional thing because of the dynamics, lean angles and sound. For someone it’s even more: mechanical masterpieces work at the level of the lower legs, refined and optimised in years of engineering work. Engines, assembled from hundreds of precision parts, generate furious forces that can shoot you around at over 300 km/h. Something very special from a technical point of view.

A twist of the throttle always works: it’s even offered to us as babies as a toy – to simulate powerful engine running: „BrummBrumm“. Later, when we are big but not grown-up, we twist the throttles when sitting on bikes at motorcycle shows. All of us – just have a look once!

Whole monthly salaries are carried to the dealer (dealer stands here on purpose) in order to have less material and more problems in hands. Sports exhausts are the hit: whether on Literbikes with bursting power or an ailing mopeds – it counts what comes out at the back, and the louder the fire. What else comes out, track closures for example, is obviously negligible.

Looking onto my Ducati 748s, large part of the motor-fascination lies in a mechanical aria played by the two-tone clutch, the nestling Desmodromic, the whipping toothed belts and the long stainless steel exhaust pipes. While the rev counter needle hectically waves in search of the non-existent red zone, the Italian band changes from a stumbling march to aggressive high-speed double-bass metal.

After the rides over my beloved passes, the brutal sucking under the tank roars inside me for minutes, while the well-warmed crotch area slowly cools down and the forearms, maltreated in the hairpin bends, can relax when grasping around the cappuccino cup. An aura of benzene lies over everything …

THIS is feeling,
 it goes under the skin!

But that’s not given to everyone. Far too often the interplay of engine speed, shifting times and throttle position fails in the tight curves of my favorite road, the Stelvio Pass – the tighter and steeper the serpentines, the more successful.

The bike I ride through „my“ 48 hairpin bends today speaks Italian, too – but gives me kind of a culture shock. A wide tank with curious edges pushes my legs apart, the footpegs force my feet far back and up. The arrangement of low mounted handlebars and the high seat resembles the Triumph Daytona T595, the ventilation grille under the passenger seat reminds me of the Benelli Tornado. Passing the openwork triple clamp, my gaze falls on fire-red steel tubes tied together by fat welds. The fork itself carries the magical Öhlins sticker and describes me the roadway in high resolution, while I press my own weight over whining wrists into the noble chassis material. The radial brake pump adorns the Brembo sign – the pull of a single finger is enough to force the bike into my abdomen.

The usual grip on the clutch, however, is in vain, because where another radial hand pump should hang on the handlebars – there’s nothing. Even the twitching of the left foot remains without effect due to the lack of a shift lever. Am I experiencing a loss of parts in the middle of the Stelvio Pass?

I turn into the next serpentine and ride around the corner with only a minimal turn of the throttle – without clutch, without shifting gears. And: without any noise. My bike is missing the complete combustion engine, ’cause this bike is powered by a very strong battery-powered electric motor: it tortures its drive train with over 200 Nm – incredibly high numbers for a motorcycle. In comparison: the KTM Beast, the almighty 1290 Superduke R, which is unanimously considered to be completely overpowered, pushes a mere 140 Nm.

Monstruous Torque:
 200 Nm!

This monster engine is part of the Energica Ego. In theory, its power should turn the rear tyre into a kilometre-long black line, compensating the lack of exhaust gasses with a white cloud of smoke. In the real world both tyres remain intimately connected to the tarmac  – neither the race-worthy brake system in the front wheel nor the drive chain which tugs obsessively at the rear wheel overcome the grip of the Pirellis.

This may be partly due to the weight of the vehicle: 280 kg are loaded on the axles, partly because of the huge battery located in the centre of the motorcycle. Before the first Ego contact I was actually glad to be used to handling heavy weight motorcycle – besides my Ducati and the Superduke I also ride an even more massive Harley Davidson Road King.

Although this heavy superbike is really easy and handy to ride, in times of featherweight V4 rockets from Borgo Panigale such weight numbers are bad for the ego – and the beautifully looking carbon fiber used almost everywhere is somehow out of place.

But what is going on in this mysterious housing behind the carbon fibre cover as soon as the throttle is moved even minimally, I can’t comprehend as a motorcyclist accustomed to stalled engines, clutch fights and hot water coolers, as a motorcyclist that still knows the function of crankshafts, connecting rods and six-speed gearboxes: without any load change reactions, without the slightest jerk, the Ego dramatically picks up speed, vibration-free and with ease. The drive noise changes into a loud, penetrating whistling, similar to the sound of a circular saw or an overdriven electric guitar …

Violence
 on two wheels

I am torn forward from the exit of the hairpin bends – not as with internal combustion engines with increasing speed, stronger and stronger and at some point decreasing, but suddenly and with full force. The fact that the sprocket nuts do not shear off or the rim does not rotate in the tyre is a miracle of the Energica electronics. Their life-supporting work can be seen in the hectic interference fire around the crystal-clear TFT display, while the Ego uninhibitedly powers up the mountain.

Whoever thinks that such an animal cannot be tamed is wrong. The colossal performance can be so finely tuned – even in sport mode – that serpentines can be driven at a snail’s pace if necessary. The complicated sweeping coordination work becomes a game for big children thanks to the instantaneously available engine power and the omission of gearbox and clutch.

Starting uphill? Just turn the throttle, that’s it! Thoughts about gears, the appropriate rpm or holding the bike with the brakes aren’t necessary in the saddle of an Energica – it frees up brain capacity to search for the least humpbacked line, because Öhlins dampens sporty and springs hard. Some thought should always be given to safe parking – there is no first gear that can be engaged to prevent an Energica from rolling away on sloping terrain. So if in doubt, put a glove over the handlebars and brake lever … or look out for a Bullet Brake.

Arrived at the pass, the ego falls silent. The drive system develops very little heat that is efficiently cooled away. So there are no red-hot valves, no blue-tinted, cracking exhaust manifolds and no radiators that are about to boil over. No fan blows through aluminium honeycombs, and after the extremely solid and stable side stand has been folded out there is an unusual silence.

My colleague Erich is already waiting. On his Energica Eva in the exclusive EsseEsse 9 edition he has conquered the mountain a little faster, because sitting upright is easier and simpler than doing push-ups like I did. The Eva differs only slightly from the Ego and above all visually – drive, frame and brakes as well as the electronics are essentially the same for both, but Eva rolls on spoked wheels, carries a different tank, a different seat and can be ridden more easily and cheekily via a wide handlebar. The boom of the Energica engine causes the Eva rider bad arm pain, and the generously dimensioned handlebar diameter is probably also due to this.

First class
 Equipment

Connoisseurs of the scene are delighted with the equipment of the two Energicas: the highest-quality shocks and the solid steel frame ensure unshakeable handling. Racing-compatible Brembo MonoBloc calipers with radial hand pump and huge 330 mm discs casually capture the bike, milled components and an incredible amount of carbon fiber, held by laser-cut aluminium, flatter the eye. LED lamps turn night into day, and as a gimmick, when charging Eva shows an animated Energica logo in the tank cover and a circulating headlight.

When parking, manoeuvring or turning, another function becomes extremely useful: a longer press on the start button activates reverse or forward creeping. My initial smile at this gimmick immediately changed to enthusiasm when I needed to push the bike backwards uphill out of the parking space. Very good idea!

So what happens next? Well, the first and last look when driving an Energica Ego goes to the display and the charge level indicator, because it moves much faster than a conventional fuel gauge. Anyone who wants to cover a high three-digit mileage per hour with Eva and Ego must reckon with an equally rapid decrease in battery charge. If the charge level falls below 30%, the power output also drops noticeably – not necessarily comprehensible, because the oil-cooled drive unit should not suffer from overheating problems.

Charging

An Energica ride is always a charging station ride, and this increases the tension even further. In theory, a fast CCS charging station can pump the battery up to 80% of its capacity within 20 minutes – but if charging station and Energica don’t understand each other, the theory remains theory. Energicas can handle slower type 2 plugs, too, and even household sockets. But these are a time-consuming solutions in case of an emergency …

Charging is simple: after unlocking, the noble benche folds up and release the CCS connection. Plug in the charging cable, wait briefly for the power column to activate and you’re done. The estimated charging time is shown on the display or can be tracked using the MYEnergica-App. Owners will also immediately learn how to approach the power columns best in order to avoid damage to the paintwork or carbon when handling the thick and, in cold weather, probably rigid charging cable.

Eva and Ego can recover their kinetic energy – and this takes the driving experience to a new level. Depending on the setting, the bikes continue to roll unbraked with the throttle closed, decelerate slightly to noticeably or throw massive anchors. This makes it possible to descent the Stelvio Pass without even touching the brakes. However, there’s not much electricity generated, the heavy Energicas are still too light for that and the recuperation times are too short.

Quirks

With so much high technology, some quirks are even more surprising. The software that monitors and controls almost everything allows also cruise control, but the activation button is located on the right handlebar and cannot be reached with the thumb. You actually have to take your hand off the handlebar, and because the bike brakes when you release the throttle, you never hit the desired speed. Using a left finger as an alternative is anything but ergonomic.

The indicator switch, which works without detent, causes me to shake my head. It makes it necessary to check the flashing at every intersection. My old Ducati shows how it should be done: every actuation of its indicator switch in any direction as well as the deactivation is accompanied by a clearly perceptible click.

Also puzzling is the ignition key punched from cheap sheet metal with its poisonous green and immediately dirtying plastic knob. A motorcycle that can be monitored via Bluetooth and a mobile phone app would deserve a modern keyless solution, and a integrated SmartPhone navigation system would be great.

What is striking about the beautifully crafted Energica Ego is the unstable top fairing. On bumpy roads, and that’s what the Stelvio Pass mainly is, the windscreen, the top fairing and the mirrors attached to it wobble alarmingly. You can even hear this because of the quiet driving noise, just like the rattling of the key ring on the ignition key.

The fact that I pinched my finger violently when unlocking the folded up Ego-seat after a charging process, I attribute to personal clumsiness – but maybe the sharp-edged lever would be better placed somewhere else.

Last but not least, I lack a place to store the thick and bulky charging cable. The modern bad habit of making the rear of a motorcycle as short as possible costs valuable storage space on the Energica Ego – instead of putting the number plate behind the rear wheel via an admittedly beautiful boom, Energica could have tried to find a solution for the charging cable in a longer rear. So the rider is always forced to go on tour with a (tank) backpack.

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Conclusio

Anyone who knows my thoughts on electric mobility will not be surprised by my conclusion after this test drive: there’s no longer any decisive reason for a combustion engine motorcycle. Why?

• The two beautiful Energicas also allow more than briskly driven distances, after which one likes to descend.
• Range anxiety is – at the latest after a look at the Chargemap page – unfounded: my home is peppered with charging points, and basically a power socket is easier to find than a petrol station.
• Sound, vibrations, the smell of petrol and oil are never missing. The Energica drive provides a sound backdrop that ranges from metallic rattling to insane siren-like screams. And – let’s be honest: at 100 km/h and above, only the environment hears your noise. Quiet is the new sound!
• Co-existence instead of confrontation: in the saddle of Energicas I have experienced extremely positive reactions from other road users, whether pedestrians, cyclists or motorists. This is also part of the fascination of electric mobility. Besides: you can no longer expect respect from outlaws who are noisy and polluting.
• Costs: an Energica Ego is a nobly manufactured and excellently equipped toy for the always expensive hobby of motorcycling. But wear and tear only takes place on the tyres and drive chain, and that makes the fun very inexpensive!

Supplement

This story was made in summer 2019 – the current Energica models have lost some of the quirks mentioned. For example, a keyless go system is now standard equipment. More important is the much higher battery capacity of the new models, which offers a 60% higher range at – sensational! – lower weight.

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