Text: Matthieu Brotel – The Experia project, started at the end of 2019, proposed the performance of a sportivo-GT, the comfort and protection of a touring machine, with the greatest autonomy available on an electric motorcycle. All this under the guise of an unprecedented road trail.
A whole program… which we (finally) were able to put to the test on the heights of Selva di Val Gardena, in Italy.
Fully equipped in this “Launch Edition” version (rigid suitcases and Givi Trekker top-case), this Experia has quite a sporty linewith a front end keeping a little something of the first generation Ducati Multistrada, in the tapered and pointed shape of its nose, its lenticular gaze and the curves of its screen.
The tubular steel trellis at the front is attractive, but it cohabits with visible electrical connections and large orange cables. However, this motorcycle has a decent level of finishin view of the more than thirty thousand euros requested.
Finally, we find here and there a beautiful hardware in Ergal, but no central stand is in the catalog for the moment.
In terms of ergonomics, the Experia offers a comfortable driving position, classic for a medium-sized trail run, with a straight back and barely bent arms. The saddle, a little firm, turns out to be correctly curved so that a template of 1.80 meters easily puts both feet on the ground.
Instead of the usual fuel tank, a large storage space (rain kit, several pairs of gloves, tool kit, etc.) is accessible after opening its hood (3-second SET button on the left stalk). Inside, a practical double USB socket will allow you to charge your smartphone.
The instrumentation consists of a 5-inch color TFT screen, which remains readable even when driving with the sun behind you. Against a black background, the single display mode contains the essential driving information.
A turn of the ignition key and the Experia starts up silently. With 260 kg between the legsthe Italian is not a ballerina but it benefits from an optimized weight distribution, with the batteries and the motor located at the bottom, in the frame.
The engine, precisely, has been reduced by 20 kg compared to the first models of the brand. The result is thus, at low speed, less inertia when setting the angle.
In town, the cycle part suffers from somewhat firm suspension settings, especially at the rear. At 50 km/h, around 3,300 rpm, the mechanics (lively on the accelerator handle) are discreet and rub shoulders with a smooth transmission.
On the national SS242, towards the summits, the chassis brings more comfort this time. Despite a ZF Sachs monoshock still a little firmer than the fork, the trajectory precision allows you to wind at a very good pace the sequences of curves.
Consequently, the protection of the driver is good, particularly at the level of the legs, well hidden by the large “tank”. Upper, the screen can be manipulated in three positions protects correctly up to the jaw height in the low position, up to the forehead in the high position. Only the upper limbs remain a little windward, in the absence of hand guards.
Mechanical issue, the new EMCE PMASynRM mill (Permanent Magnet Assisted Synchronous Reluctance Motor), developed with the Italian company Mavel, is much less bulky than its predecessor. Equally “punchy” in use, with its usual whistling sound, it above all has a very different usage curve depending on the modes chosen.
Therefore, if obviously its intrinsic thrust increases when you go from “Eco” mode to “Urban” and so on, the linearity of the accelerations goes to an exponential curve with pleasant flights. And that is a plus!
In “Sport” mode up to 4,000 rpm, revving is vigorous but easily measured. Beyond that, you will be entitled to a surplus of character and a more tonic thrust, very quickly overshadowed, after 6,000 rpm, by a second resurgence of aggressiveness and accelerations that never end, to the bridle, fixed at 180 km/h.
The various engine braking modeswhich will allow you to collect a few percentages of battery, also allow a more or less pronounced slowdown when releasing “gas”.
Braking level, finally, the rear lacks bite. And the Brembo assembly, up front, requires strength in the wrist to get all the power you want out of it.
More efficient than in the past, batteries Lithium Polymer de 22,5 kWh (19,6 kWh nominal) of the Experia make it possible to envisage a test route like ours, on a very steep mountain route and a distance of 240 kilometres.
This autonomy varies according to the engine braking mode chosen and, of course, according to the driving adopted and the type of route selected. Longer routes can therefore be planned. Energica also announces 40 minutes to recharge the batteries from 0 to 80%, using a type 3 rapid charger.
WE love :
- Powerful engine
- Driving mode management
- Practical aspects
We like less:
- Misplaced kickstand pin
- Non-existent handguards
- Rear brake
Energica Experia trial: our opinion
With its enviable performance and more than 250 km of autonomy on small roads, the Energica Experia puts forward arguments. Something to apprehend electrical machines from a different perspective. The fact remains that at €30,708, the beauty, available next autumn, remains a luxury product.
Energica Experia: the equipment
- 7 driving modes: Eco, Urban, Rain, Sport and 3 customizable Custom modes (in the first four modes pre-selected by Energica, you can only vary the engine braking modes. In the other three “custom” modes, you will have access to motor modes and traction control level)
- 4 engine modes: Eco, Urban, Rain, Sport
- 4 regenerative engine braking modes: High (B3), Medium (B2), Low (B1), Off (B0)
- 6 levels of traction control + OFF: System combined with Bosch eABS 9.3 MP
- Speed regulator
- Heated grips
- Reverse
Manufacturer characteristics Energica Experia:
- Version tested: €30,708
- Average autonomy: 420 km in town / 265 km in mixed / 208 km in extra-urban
- Country of Manufacture: Italy
- 2 years warranty
- Electric motor: permanent magnet synchronous, liquid cooled, oil lubricated
- Transmission: direct by chain
- Power (hp @ rpm): 102 @ 7,500 rpm
- Couple (Nm) : 115 Nm
- Operating weight (kg): 260
- Length (m): 2.13
- Wheelbase (m): 1.51
- Height of cell (mm): 847
- Batteries: lithium polymer 22.5 kWh (19.6 kWh net)
- Recharge: 0 to 80% in 40 min on type 3 charger
- AV-AR series tires: 120/70-17 and 180/55-17
- Front-rear suspension (mm): travel. 150
- Front brakes: 2 discs ø 330 mm, Brembo 4-piston calipers
- Rear brakes: 1 disc ø 282 mm, single piston caliper
Energica motorcycle tests, by auto-moto.com:
Electric motorcycle test Energica Eva EsseEsse9
Energica Eva – electric motorcycle – POV test – Info, technique, price, video, opinion.
Energica Eva Ribelle test: on the handlebars of the electric sports roadster
Text: Matthieu Brotel – The Experia project, started at the end of 2019, proposed the performance of a sportivo-GT, the comfort and protection of a touring machine, with the greatest autonomy available on an electric motorcycle. All this under the guise of an unprecedented road trail.
A whole program… which we (finally) were able to put to the test on the heights of Selva di Val Gardena, in Italy.
Fully equipped in this “Launch Edition” version (rigid suitcases and Givi Trekker top-case), this Experia has quite a sporty linewith a front end keeping a little something of the first generation Ducati Multistrada, in the tapered and pointed shape of its nose, its lenticular gaze and the curves of its screen.
The tubular steel trellis at the front is attractive, but it cohabits with visible electrical connections and large orange cables. However, this motorcycle has a decent level of finishin view of the more than thirty thousand euros requested.
Finally, we find here and there a beautiful hardware in Ergal, but no central stand is in the catalog for the moment.
In terms of ergonomics, the Experia offers a comfortable driving position, classic for a medium-sized trail run, with a straight back and barely bent arms. The saddle, a little firm, turns out to be correctly curved so that a template of 1.80 meters easily puts both feet on the ground.
Instead of the usual fuel tank, a large storage space (rain kit, several pairs of gloves, tool kit, etc.) is accessible after opening its hood (3-second SET button on the left stalk). Inside, a practical double USB socket will allow you to charge your smartphone.
The instrumentation consists of a 5-inch color TFT screen, which remains readable even when driving with the sun behind you. Against a black background, the single display mode contains the essential driving information.
A turn of the ignition key and the Experia starts up silently. With 260 kg between the legsthe Italian is not a ballerina but it benefits from an optimized weight distribution, with the batteries and the motor located at the bottom, in the frame.
The engine, precisely, has been reduced by 20 kg compared to the first models of the brand. The result is thus, at low speed, less inertia when setting the angle.
In town, the cycle part suffers from somewhat firm suspension settings, especially at the rear. At 50 km/h, around 3,300 rpm, the mechanics (lively on the accelerator handle) are discreet and rub shoulders with a smooth transmission.
On the national SS242, towards the summits, the chassis brings more comfort this time. Despite a ZF Sachs monoshock still a little firmer than the fork, the trajectory precision allows you to wind at a very good pace the sequences of curves.
Consequently, the protection of the driver is good, particularly at the level of the legs, well hidden by the large “tank”. Upper, the screen can be manipulated in three positions protects correctly up to the jaw height in the low position, up to the forehead in the high position. Only the upper limbs remain a little windward, in the absence of hand guards.
Mechanical issue, the new EMCE PMASynRM mill (Permanent Magnet Assisted Synchronous Reluctance Motor), developed with the Italian company Mavel, is much less bulky than its predecessor. Equally “punchy” in use, with its usual whistling sound, it above all has a very different usage curve depending on the modes chosen.
Therefore, if obviously its intrinsic thrust increases when you go from “Eco” mode to “Urban” and so on, the linearity of the accelerations goes to an exponential curve with pleasant flights. And that is a plus!
In “Sport” mode up to 4,000 rpm, revving is vigorous but easily measured. Beyond that, you will be entitled to a surplus of character and a more tonic thrust, very quickly overshadowed, after 6,000 rpm, by a second resurgence of aggressiveness and accelerations that never end, to the bridle, fixed at 180 km/h.
The various engine braking modeswhich will allow you to collect a few percentages of battery, also allow a more or less pronounced slowdown when releasing “gas”.
Braking level, finally, the rear lacks bite. And the Brembo assembly, up front, requires strength in the wrist to get all the power you want out of it.
More efficient than in the past, batteries Lithium Polymer de 22,5 kWh (19,6 kWh nominal) of the Experia make it possible to envisage a test route like ours, on a very steep mountain route and a distance of 240 kilometres.
This autonomy varies according to the engine braking mode chosen and, of course, according to the driving adopted and the type of route selected. Longer routes can therefore be planned. Energica also announces 40 minutes to recharge the batteries from 0 to 80%, using a type 3 rapid charger.
WE love :
- Powerful engine
- Driving mode management
- Practical aspects
We like less:
- Misplaced kickstand pin
- Non-existent handguards
- Rear brake
Energica Experia trial: our opinion
With its enviable performance and more than 250 km of autonomy on small roads, the Energica Experia puts forward arguments. Something to apprehend electrical machines from a different perspective. The fact remains that at €30,708, the beauty, available next autumn, remains a luxury product.
Energica Experia: the equipment
- 7 driving modes: Eco, Urban, Rain, Sport and 3 customizable Custom modes (in the first four modes pre-selected by Energica, you can only vary the engine braking modes. In the other three “custom” modes, you will have access to motor modes and traction control level)
- 4 engine modes: Eco, Urban, Rain, Sport
- 4 regenerative engine braking modes: High (B3), Medium (B2), Low (B1), Off (B0)
- 6 levels of traction control + OFF: System combined with Bosch eABS 9.3 MP
- Speed regulator
- Heated grips
- Reverse
Manufacturer characteristics Energica Experia:
- Version tested: €30,708
- Average autonomy: 420 km in town / 265 km in mixed / 208 km in extra-urban
- Country of Manufacture: Italy
- 2 years warranty
- Electric motor: permanent magnet synchronous, liquid cooled, oil lubricated
- Transmission: direct by chain
- Power (hp @ rpm): 102 @ 7,500 rpm
- Couple (Nm) : 115 Nm
- Operating weight (kg): 260
- Length (m): 2.13
- Wheelbase (m): 1.51
- Height of cell (mm): 847
- Batteries: lithium polymer 22.5 kWh (19.6 kWh net)
- Recharge: 0 to 80% in 40 min on type 3 charger
- AV-AR series tires: 120/70-17 and 180/55-17
- Front-rear suspension (mm): travel. 150
- Front brakes: 2 discs ø 330 mm, Brembo 4-piston calipers
- Rear brakes: 1 disc ø 282 mm, single piston caliper
Energica motorcycle tests, by auto-moto.com:
Electric motorcycle test Energica Eva EsseEsse9
Energica Eva – electric motorcycle – POV test – Info, technique, price, video, opinion.
Energica Eva Ribelle test: on the handlebars of the electric sports roadster
