ElectricMotorcycleForum.com

Dropping price to $13,000

A lot of tracks don't have the necessary equipment or training/knowledge to deal with a potential battery fire. In some cases, like in The Netherlands, there have been instances of university student teams taking their homebrew bikes to the track and something went wrong resulting in a fire that caused damage to the track and paddock. As a result, it's my understanding that there was a time they banned electrics at all Dutch racetracks. I think it was an entire year. Marchel, who is one of the larger Dutch dealers for Energica and a huge track day enthusiast, was SUPER pissed off.

There's a very frustrated Dutchman who has been logging the charging behavior of his bike with Rapid Charger with different firmware updates. He makes graphs and spreadsheets.

https://www.facebook.com/groups/zmcowners/posts/7500379610031182/

Noted about the sunday drives buffer thing.

Why the ban of EV's on a track?
The track where I had some courses (Denmarks biggest track) put up a fastcharger with 2 outlets. This was maybe 4 years ago.
I will check out (or email) whatever tracks seem reasonably close to me (Denmark and southern Sweden).

Me too.  Early SRF, new battery.  I've only ever got to 100% charging by using a 2 kW charger and leaving for a few days....  On fast or rapid chargers the charge rate falls down so much that a motorway stop is 2 hours not 45 mins.  I've learnt to dangerously empty the battery as I get full charge rate at low SOC's, but deciding when to leave needs constant monitoring.

Real miss here. Effectively can't use the bike to travel distance unless literally got all day. . For cruising distances, its worse than the old battery with its random SOC (Running out of power? take a  break, allow magic charging! )

Too add to my misery, my cellular doesn't work, the main use I have for it (apart from traceability) is to check charge status when I'm having coffee in comfort. I'm still working on this, but that's another story.

Pete

"intended use would be sunday drives"

In that case make sure you only need 90 miles max to allow for a buffer and prevent the anxiety of running out of juice.  If that is the mission, the Energica is second to none.

Track use may be limited.  many tracks forbid electric.  Check on that first if it really matters.  My local tracks do not allow Electric vehicles.

Exactly how I look at my Rebelle and my ICE bikes in the stable.  If the Rebelle can handle the mission, it is my go to bike, but if it is at all a marginal call in terms of range and possible charging station issues, the ICE gets the mission.

Was looking forward to tracking the rebelle this year but my home track does not allow electric.  Another reason one needs several bikes, ice and electric!

10 weeks ago I purchased a fully equipped BMW R1300GS for multi-day trips in the Swiss and French alps. While the chassis and electronic suspension of the R1300 is clearly superior to that of the SS9+RS (handling, response, damping, comfort) the drive-train of the SS9 is just so much better and more fun.

The R1300 with its 1300 ccm twin-cylinder boxer has more power (145 hp) and is considered a very high-torque bike (149 Nm). Still, the SS9 offers 33% more torque. And that is available almost from zero rpm and over a wider range. Moreover, the throttle response is smoother and better controllable leading to vastly improved riding dynamics. Twisty roads are fun galore with the Energica. At any time, the motor just pulls instantaneously. And regen breaking (2nd highest position) is ideal for following a perfecly smooth line.

So for me, the older concept beats the newer one in terms of sheer fun. For anything up to 200 km (asphalt) the SS9 is my preferred choice (with no highways at 20 degrees Celsius, I get 215 to 230 km out of the 21.5 kwh battery even when riding pretty actively and in the mountains). Yet, I've repeatedly had issues with non functional or occupied charging stations which is why I still have an ICE bike for longer tours abroad.

Thank you all for the detailed answers and recommendations:

I tested the Ribelle RS back in 2022 when the Mavel motor was a new thing. I have tried to just sit on a EVA and EGO. There was something about the EVA I disliked - possibly the seat itself. The EGO racing position (and bad manoeuvrability at low speeds) would be hard to get used to when I have had the FZ6 (and liked it) for so many years. Ribelle fels like it has a slightly more aggresive seating positions that the FZ6 and the way the seat is carved out is also quite similar.

Intended use:

Since we moved quite close to my workplace I wouldn't be commuting on the EV bike (I got about 3 minutes on a bicycle haha).
Intented use would be the sunday drives that I rarely did on the FZ6 (since I commuted alot on it). I would also, maybe once a year, attend a track courses or track day(s). I attended a track course (theory + obstacle course + racetrack) several times with my FZ6 and it was great.

Most of chargning would be at home. I already have a setup with 3x16A Type2 (part of CCS2) for the car. Cable is 5 meters and would easily reach where bike is parked. I know that Energica only supports 1-phase AC but it's of no concern with my intended use.
I guess most popular racetracks have fastchargers these days. Since trackdays and longer trips would only be few times a year I am less concerced about the thermal management. By longer trips I mean when I can't get home again on same charge. I know the 400 km range is for city riding and I shouldn't expect more than 250 ish for mixed (especially if battery should mostly only be charged to 80% like with most EVs).
Another small part of intented use would be occasional rides with my wife. She likes short sunday rides as passenger but she seriously hates her hair smelling like gasoline until she washed it 3 times (exhaust under the backseat doesn't help). Passenger seat on the Ribelle does not look comfortable at all but then again it's not often and would never be long trips.

"princec" mentioned the noisy chain. I agree it did sound a but much - but then again the Zero SR-F I tried was what I would call deadly silent... 5 seconds into that testride and I nearly rammed a guy who walked right in front of me on the dealers parkinglot.
I agree on the weight comments that the SR-F felt like a but more work on the twisties while the Ribelle felt more natural (again maybe weight distribution is, even though it is heavier, similar to my current FZ6.

I emailed the UK country manager.  I’m not expecting to hear back but if I do I’ll pass on.  I agree, the charge tank is pretty useless. 
I’ve just done a 500mile trip and it appears to be an algorithm based upon SOC…
If SOC < 40% then max power. = 11.8kW
Then it decreases going up the SOC range but very consistently…
40-50 = 10-11kW
50-60 = 9-10kW
60-70 = 8-9kW
80-90 = 7-8kW
90+ = 6kW

It doesn’t seem to matter what SOC I start the charge at or whether the bike is hot or stone cold. 
So I’d hazard an educated guess that this is a deliberate move from Zero to throttle the charge rate going up the SOC range.

Very annoying.    The tour-ability of the bike is severely impaired when the 10%-90% charge time is now about 1.5 hours.  It used to be 45mins.  Mind you that’s with 12.6kWh usable, there’s an extra kWh in the 17.3 pack for sub 2022 models that had the pack replaced.   But still is a noticeable hanging around that my ICE mates aren’t up for. 

Does anyone know if this behaviour is common to 2022+ models and other platform bikes? SR/S and DSR?

Paul.