Michael Czysz on the 2011 MotoCzysz E1pc

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We caught up with Michael Czysz this morning when rain delayed the Isle of Man’s TT Zero race until tomorrow and finally squeezed details of the 2011 MotoCzysz E1pc out of him. Is this new bike really a significant step forward from last year’s revolutionary machine? Is a 100mph lap finally in sight? What’s his response to MCN calling him a liar? How does he plan to steal Chip Yates’ thunder? The answers to those and many other questions below.

Photo: Grant Ray

On racing electric bikes at the Isle of Man.
“The speed isn’t there. The electric bikes are generally the slowest on the island. But, when you think that we are doing 7/8ths the speed with 1/8th the energy? That’s remarkable. There’s not one other bike out here that you could put one gallon of gas in that could beat us on our bike. Not one. I could be the rider and we’d still beat them. At some point in our lifetime, responsible consumption is going to become a higher priority.”

A two-pronged attack.
“We don’t have many miles on the new bike, of course, which is why we brought the old one. I was talking to Mark Miller [riding the 2010.5 bike] on a regular basis and said, ‘right now, our goal is to get that 100mph lap.’ Which is a lot harder than people think. We could take half the batteries out and do more than half the speed, but we couldn’t put twice the batteries in and do twice the speed. It’s a very elusive number.”

“There’s so many corners here that are so slow that it means you have to make up speed on the straights. You have to do 130, 140, Michael Rutter [on the 2011 bike] was hitting 150mph at some points. When you start pushing that much air, you’re consuming a huge amount of energy. It’s easy to do 190 on a straight for a mile or complete an eight-lap race. But, when you want to do both range and speed, it’s difficult. That’s why we brought back Mark’s bike. Sitting where we were a couple of months ago, that bike was still kinda leading the world.”

The differences between 2010 and 2011.
“Rutter’s bike has a lot more energy and a lot more power than Miller’s. When I rode it, dude, that thing is so fucking fast. It’s unbelievable. It hauls ass. It’s going to blow your mind when you ride it.”

The 2010 bike uses an ingenious solution to connect 10 individual 1.25kWh battery packs to its suitcase frame to enable fast, safe swaps. The protruding rods are merely guides, it’s the large white ports that support the weight while the smaller, black and white circles connect the positive and minus terminals. Photo: @CafeRace

“We were led to believe that a two-lap race would absolutely be done in 2011. So, I thought, ‘Man, that sounds scary! We better get a jump on that, it’s going to have a huge impact on the design.’ So, I started down the whole hot swap battery path in the understanding that this is, in fact, the future for electric motorcycle racing. Then, in 2009 and agin in 2010, we looked at all the other bikes and said, “Jeeze, where are all the other hot swaps?’”

“There’s a compromise associated with hot swaps, as you can imagine. You don’t want the packs too big or too heavy. That means you have to break them down into pieces. That means you’ve got more space between packs and more materials within the packs. So, I thought for us, there’s no reason to be the only company making such compromises.”

“Even with this year’s packs, we can still drop them in just a few minutes. That’s what we do when we’re working on the bikes or when we’re at the shop; the first thing we do is pull the batteries out. But, they’re not like 35, 45-second swaps like the 2010 bike. The top one, i can take out in 10 seconds, the one behind that takes a bit longer. They come out the back, which is part of the reason for the inboard suspension.”

The 2010 MotoCzysz E1pc that won last year’s race is more immediately radical than this new bike. In addition to those batteries, vortex generating winglets and a covered rear tire help with aerodynamics while a secondary seat to the rear enables riders to achieve a completely flat back while tucking on long straights.

“The back seat still has the same concept. It’s much longer than normal so, when you do slide back, you slide up also. It’s not a distinctive two-tier, but it is the exact same functionality, just a different aesthetic.”

“What has changed is the front. The oval forks allowed us to close down that front like crazy. It needed to get much tighter around the fork and the wheel. And then, of course, you want to protect the rider. So, if you look at where the rider’s envelope is and where the wheel envelope is, it’s protected by a lot more fairing than the first one.”

“We’ve made so many efficiency changes that I can’t, at the moment, pin the amount of gain on which component. But, we’re up over 20 percent on last year. That’s a huge step. If you talk to anyone else racing here, they’ve increased efficiency maybe one or two percent. That doesn’t mean we’re geniuses, it just means that our bikes were so bad before that there’s room to make gains.”

Moving the suspension inboard.
“Last year, we moved the shock on top of the swingarm because we moved the motor under it. If we’d kept the shock there, we’d have to remove much more stuff than I’d want to access the batteries. Plus, I keep wanting to push the envelope and try things. That’s what this is about, it’s prototype racing and we’ve got more ideas than we know what to do with. At some point, you probably should cool down the innovation, but we’re not there yet. We should be stirring the pot and trying to make things possible.”

On the ’11 bike, both the front and rear shocks are held on a shelf under the “fuel tank” and are connected to the forks and swingarm by carbon fiber pushrods.

“It all comes back to the bottom line of efficiency. On the lowest level of efficiency, it’s nice to have effectively the same springs for both shocks. Instead of having a drawer for shock parts and a drawer for fork parts, now we’ve just got a drawer for shock parts. That’s kinda cool.”

“The other thing is that it’s efficient for the structure of the bike. Near the headstock, where you’re going to have have all the strength already, we’re bringing all the forces to that area. I don’t have to have fingers of carbon fiber reaching out here and reaching out there to grab all these points. We’re effectively redirecting all the forces to the same area, where we already have the strength, so that makes it more efficient and hopefully a less expensive and more successful frame.”

“And then there’s the the whole thing of no or virtually no unsprung weight in the suspension. There’s not another bike in the world that has less unsprung suspension components than we do. The shocks aren’t hanging from anywhere, they’re laying in a drawer and they don’t have any influence on it. And, I can tell you, the effect of that is big. We had to recalculate all the suspension settings we thought we knew. The reduction in unsprung had a much bigger effect on our damping and spring rates than we thought. Is that better? I don’t know. Will we do it next year? All that is too early to say. But, there’s a substantial change going on here and we’re going to see how we can evolve it.”

This carbon fiber pushrod connects the swingarm to the shock, located under the “tank.” The swingarm itself is bolted to and covers the 200bhp, liquid-cooled motor, which is a stressed member in the frame.

“Typically, the top part of a shock is sprung and the bottom part is mounted to the swingarm. In theory, the shock weighs on the swingarm and that’s unsprung. And, you’ve got pistons and rods and whatnot that move with that unsprung. We probably have that same thing here, but because there’s a rocker in between those and because that rocker is suspended on the sprung part of the frame, I think you’d find that what’s acting on the swingarm are these pushrods. On other bikes, if you look at all the linkages and whatnot that are hanging off the swingarms and you added that up, I’m sure we have an awful lot less.”

“There is Zen everywhere on this bike. It feels amazing to do more with less.”

Starting from scratch.
“We spent an awful lot of time evaluating batteries and I came up with dozens and dozens of scenarios. I picked the minimum capacity, we couldn’t go smaller. Then, we fit the rider around that and built the cockpit around them. The way to keep the overall stiffness up for such a heavy bike was to go back to carbon again for the frame.”

“The forks are all new too. They’re an ovalized section and they carry no active springs or damping within them. They also have a Formula One pushrod solution. We’re pushing all the forces up into the shock that’s mounted in the shock tray.”

The entire fork assembly, slider and stanchion, is oval in section, aiding aerodynamics and torsional rigidity. At extreme lean angles, the forks are designed to flex somewhat side to side, providing suspension action.

“Last year, we had an oval bottom section, but the sliding components were round; you had your standard telescopic top end. This year, we have sliding components that are oval.”

“The shock residing in the head stock was another barrier to cooling and airflow, so I wanted to move that shock out of the airflow. I wanted to shrink wrap that front end, but also get good cooling, so we wanted the least amount of interference. I replaced basically a 2.5-inch shock with a 3/4-inch rod.”

What electricity can teach internal combustion.
“Many, many, many major manufacturers have been in here this weekend and what we’re spending a lot of time talking about is throttle control. They’re working on electronics to bandaid ICE and we have pure electronics.”

“There’s a huge potential for disconnect on early generation electric vehicles. Even yesterday, a guy on another team put on the throttle and the bike didn’t leave. He shut off the throttle and it kinda lurched. Put it back on and it kinda jumped. That doesn’t inspire confidence. You want to make sure that the riders feel that what they want, they can get. You want them to feel in control of the vehicle. We’re making advancements to those strategies. We want to make it as comfortable for the riders as possible so they can get the most out of the motorcycle as possible.”

Our buddy Guy Procter wrote an article for MCN earlier this week speculating that the MotoCzysz could only be making about 80bhp since its measured top speed in practice was only 142mph.

On MCN calling him a liar.
“Here’s the bottom line: Guy’s right, we are using about 80bhp. That doesn’t mean we have 80bhp, it means we’re using 80bhp. The reason we’re using 80bhp is because we’re trying to set a 100mph average over 40 miles. Not 37.7 because our racers don’t take those lines, they’re not on the edge of the tire. The distance they do is over 39 miles. To do that and to consistently go 100mph, you have to go as slow as you can. You have to accelerate slow and there’s no reason to have 190mph blasts. That’s just too expensive.”

“So, Guy took a negative and and tried to deduce a conclusion. Rutter used 50 percent throttle and went through the Sulby Speed Trap at 142mph. Here’s the other thing, the trigger mechanism — two wires in the pavement — is deep into the Sulby Straight. I’ve told our riders to primarily use regen and not braking. So, they’re both slowing down before they hit the speed trap. Rutter hit 150 on Sulby Straight, hundreds of yards before they measure and then he’s coasting down on the regen through the speed trap. So yeah, that speed isn’t so impressive. The speed trap represents 80bhp, but that’s not an accurate picture.”

“Don’t call me a liar. Guess what? Electric bikes are the only vehicles in the world that we can’t lie to you on because it’s a mathematical equation of volts times amps minus efficiency that’s going to give you what we’re spinning at the rotor. Ducati says a Desmosedici makes 200bhp, but when you put it on a dyno, it makes 175 at the wheel. Are they losing that 25 in efficiency or is it only making 190? You have no way of knowing. We can’t lie about that.”

“Our 200bhp might be peak, but how long are you going to hold your Desmo on peak? Five seconds? Those guys aren’t asked about the difference between peak and continuous. It’s absolutely fair to call our bike a 200bhp bike. What’s unfair is to take some bullshit snapshot with no information and then make up a headline about it.”

Drawing comparisons.
“We’re not going to brake as well as a 600 because there’s so much weight. But, if I was to go to a club race, one of those short WERA races, eight laps or so, I think I could really take those bikes down the straight. Would it be so much faster that it could offset the successful braking that a 600 has because of the weight? I don’t know yet. But, I’ll tell you that the straightaway speeds and getting out of corners, there’s not a 600 that’s going to touch it. I actually think it could pull the 1000s no problem. Last year’s bike, when we went out to Portland in preparation for Laguna, it was hanging with 1000s just fine and it was nowhere near this new one. I’d say we have half again as much torque and acceleration.”

What’s next.
“Could we break the land speed record? In a heartbeat. We could do it on the Isle of Man tomorrow. On the Mountain Course. Rutter’s doing 50 percent throttle and hitting 150mph. But, that would come at too much cost. The funny thing is that in this race, we need to go as slow as possible. I know that sounds like a ridiculous contradiction. What they need to do is keep the overall average as consistent as possible.”

“We’ll probably take it to Bonneville or one of those events just for fun. That’s a no pressure event, I don’t want to go there and worry. I just want to go, see what the bike does and get some data. Then, use that to help us make decisions for our next generation bike.”

“I love OMRRA, that’s our local club. That’s where I started racing and there’s just great people there. I will probably go out and do a race with OMRRA, for fun, and that will be an ICE race. We might do that in preparation for Laguna.”

The 2011 bike, ridden by TT vet Michael Rutter, is expected to win tomorrow’s TT Zero.

On winning.
“The number of calls we’re getting from people that want to ride the bike is pretty significant. Case in point, John McGuinness was on the wall watching Rutter cross the line and absolutely wants to get on one of these electric bikes. Three years ago, those kind of guys weren’t even laughing at us because they weren’t even noticing us. Then, last year came and eyebrows raised. Now it’s, ‘Shit, that looks so fucking fun, I want to do that.’”

Additional images provided by Amadeus Photography, there’s 37 exclusive high-res images in this gallery.

  • Thom

    Until E/V’s of any type , two or four wheels , can go head to head with an ICE in an Actual ( not a made for ) Race its irrelevant , an experimental toy and a bit of a hobby .

    Maybe someday the problems of energy storage , battery disposal , speed of re-charging , weight of the batteries etc etc etc will be answered .

    But for now its all just a somewhat interesting Pipe Dream

    • http://hellforleathermagazine.com Wes Siler

      I’m really tired of hearing this. In less than three years, electric motorcycles have advanced from barely making it around the island to doing so at over 100mph average. How much faster has ICE gotten in the same time period?

      You need to read this:

      The world is changing and we’re lucky enough to be here to witness that change.

      • http://www.facebook.com/beastincarnate Ben Incarnate

        The world is changing and we’re lucky enough to be here to witness that change.
        A good motto for life overall. Particularly true here.

        I’m excited for the time where I can justify an electric bike. Either I’ll make a lot more money or they’ll improve significantly for my use. The latter is much more realistic.

    • http://rider49er.blogspot.com Mark D

      That’s like saying until a 600cc bikes can beat a 1000cc bike, its just a toy. Or until a touring car can beat an Indy car, its just a toy.

      They’re a totally different beasts, and interesting in their own right.

    • Gene

      Sure, but you gotta start somewhere. Cars could barely beat horses for a long time. Planes were for stunters and adventurers for 20 years. Computers were expensive room-filling hydroelectric-dam-draining boxes for 30 years.

      Now I have my misgivings about battery technology, but he’s done more original suspension work since Honda & ELF in the ’80s.

      You’re not going to get advances in battery technology without this sort of work, without actually building bikes like this and seeing exactly what can and can’t be done with current technology. Then you figure out how to do what you currently can’t do, and that’s called advancing the state of the art.

      • http://mdynamic.tumblr.com Mdynamic

        Well put Gene.

    • Simon

      Here we are in the centenary year of the moutain course, three years on from the first EV TT and already teams are shooting for the 100mph lap. How many years since the first IC bikes raced this course d’you think it was before IC bikes were hitting anything like that?


    • Myles

      Yeah, beating a zx10r and s1000rr in a standing mile sucks. Electric bikes are super slow.


  • http://www.brammofan.com Brammofan

    Thom… need to do some research. Wes or skadamo, can you point him to the youtube of motoelectra beating the gassers? I gotta hit the road.

    • http://www.brammofan.com Brammofan

      Here’s that video of the Moto Electra bike beating the GP350s at Road America:
      Yes, it starts at the back of the pack and beats them all.

      • http://hellforleathermagazine.com Grant Ray

        There’s no racing in that video. Got another link?

  • Mr.Paynter

    EV excites me no end! AS SOON as I hit the lotto I’m shipping myself an Empulse! The idea of doing 100mph with no engine moise is disconcerting but also, in my mind going to be like flying, naturally with just wind-noise! Keep pushing the boundaries!

    • Sean Smith

      I’m pretty sure it makes plenty of awesome tie-fighter sounds.

      • Simon

        I heard the quicker bikes make less sound…

        • Ben

          Yeap. Energy spent making TIE-fighter noises is energy NOT spent making the bike go faster.

          • soban881

            I, for one, am willing to forgoe efficiency in order to make awesome tie fighter noises.

      • Mr.Paynter

        Even better!
        My inner Star Wars nerd will be shooting that rebellion scum off the roads (in my strange little mind)

    • frankieapples

      Did anyone hear (or maybe it was covered here) about the ADA trying to mandate noise makers on EVs to help keep the deaf safe? Hell, it may have even passed already.


      EDIT: Obama signed it. It’s now law


      • http://www.brammofan.com Brammofan

        So far, this only applies to cars, not motorcycles.

        • HammSammich

          Good thing, otherwise you’d have to put a baseball card in the spokes of your Enertia! ;)

  • jwinter

    Saw them win at Laguna Seca last year. It was really surreal to see bikes whipping around with hardly any noise. Seeing stuff like this is super exciting when it’s in its infancy. Glad you guys cover it too.

    • http://hellforleathermagazine.com Wes Siler

      It’s the most exciting thing happening in motorcycles right now, of course we cover it.

      • jason

        Absolutely is! It’s not the future of motorcycles, it’s a complete reinvention of them, like when suspension became the norm. Or brakes. But this is better because the only things that HAVE to be related to “old” motorcycles is 2 wheels and you sit on it. The rest is up to imagination and engineering.

      • http://mdynamic.tumblr.com Mdynamic

        Thank you for the great coverage of EV’s and of MotoCzysz. I personally think it’s the most exciting thing going on in the transportation industry.

  • Kyle

    Great stuff. Michael C is definitely a very intelligent and motivated guy. Thanks for the insight!

  • eric

    Czysz seems like such a cool dude! I want to party with him!

  • http://www.postpixel.com.au mugget

    Awesome. 150mph at 50% throttle… that’s something I can start to get excited about! Bring on the electric track bike!

  • aristurtle

    MCN is a worthless rag? Wow, I had no idea!

  • http://theprojectbeta.com/ Anders

    Love that bike. Will you get some better detail shots of it? The detailing looks very interesting.

    • Denzel

      Anders, 7 of the last 15 articles on HFL have been about this bike… Czysz fatigue is setting in…vad fan…

    • http://hellforleathermagazine.com Grant Ray

      Anders, what details are you wanting? Between the gallery attached above and Jamie’s shots, we’ve got about 60 or so images of the bike.

      Anything more would require a complete tear-down.

      • rohorn

        A teardown gallery? PLEASE!

  • Paul_55

    Why are all the pics of the left side? I am wondering if it has the same battery lights and LCD on the right side as it does on the left.

    • http://hellforleathermagazine.com Grant Ray

      You can see the other side here.

      • http://pinkyracer.com pinkyracer

        thank you! I’ve been wondering…ah, so it does resemble the left side.

      • Paul_55

        Thank you. On a side note, now that MotoGP is going back to 1000′s any word on whether Mr. Czysz plans to dust off the C1 and finally race it? I was at the unveiling in 2006 at Laguna and got to see and hear it run, so it would be nice to see it compete as well.

        • http://hellforleathermagazine.com Wes Siler

          Not a chance.

          • Coreyvwc

            I’ve been wondering the same thing for quite awhile now. Is there any short reason why the c1 isn’t happening anymore? There just seemed to be so much potential there…

            • http://hellforleathermagazine.com Wes Siler

              Why develop an also-ran technological dead end when you can dominate an entire new category and the future of motorcycling?

              • Coreyvwc

                True I suppose, but like many other people I would consider motoGP to be the pinnacle of our sport and I don’t think it’s going away anytime soon. Not mention it’s where the money is at these days, clearly though Czysz has that part figured out haha. Thanks for the simple answer though, now I can stop waiting to see the C1 on the grid…

                • http://hellforleathermagazine.com Grant Ray

                  MotoGP is not where the money is. If that were the case, Aprilia wouldn’t have pulled out, Triumph would be involved, and KR SR wouldn’t have nearly bankrupted himself with Team KR.

                  If anything MotoGP is where ridiculously massive bank accounts go to die.

                • Dr. Gellar

                  As you say, the MotoGP class is the pinnacle of our sport. But it is not only going through a continual identity crisis (going from 500′s to 990′s to 800′s to 1,000′s, all within the span of a decade), but it is also in a very bad state of health. As Grant mentions, it is a money pit. All you have to do is look at the continually thinning grid (15 riders?), boring racing and the lack of big name sponsors flocking to the series, and you can see MotoGP is in a world of hurt.

                  MotoCzysz has already gotten burned once by MotoGP rule-changes. Nonetheless, when I learned the 1,000s were coming in 2012, I too was excited that it might mark the return of the C1. But with the 21L fuel limit and the CRT rules nonsense…I don’t feel that way anymore. I think Michael and MotoCzysz are doing the right thing concentrating on electric racing and being at the front of the field with it’s innovation and passion.

                  The way I see it…in another decade (or less), hopefully there will be a MotoGP class for electrics. And in the further future…should battery technology ever get where many of us hope it will, the MotoGP class may just become electric itself.

  • HammSammich

    This is an amazing bike, and from the NW too!

    Great reporting you guys. It’s interesting to get the insider perspective on these EV Bikes, although riding my gas-gulping carb’d Bonnie is making feel like a bit of a luddite now ;).

  • Stacey

    Battery technology is proceeding apace:

    Materials science is pretty much where it’s at and considering the leaps and bounds made in the last decade, coupled with potential for actual profits means we could see something sooner, rather than later.

    There was no serious electric motorcycle industry five years ago. I suspect in the next five to ten years, we’ll have many more options in EVs.

    Czysz is focused on a actual task. Getting the Ep1c around the track. No different that a Bonneville Salt flats bike. But sooner (rather than later) I’m sure we’ll see him go head to head with ICE bikes.

  • rohorn

    This is the most interesting AND exciting thing I’ve read about since the Britten effort.

    A huge inspiration as well – thanks!!!!!!!!!!!!

  • DoctorNine

    I just totally groove on the whole philosophy behind this thing. Beginning to end. Practical, directed design, with specific engineering goals on every part or piece, and aesthetics based on what the physics say needs to happen.

    I think I’m in love.

  • JonB

    That bike is beautiful and I don’t see how people can’t be excited. You can simply stare at it and think in 5-10 years it will be available for sale down the street. If that isn’t exciting and the sound or design philosophy isn’t exciting, then you must be dead.

  • jason

    I love the suspension work. Other than BMW and a small number of production bikes, suspension is 2 forks, a swingarm and one or 2 shocks with or without a linkage. I can totally visualize his point about the shocks being in an box. Silly as it sounds, I saw an animation of the Lugar pistol’s action and it uses a arm/lever/fulcrum whatever it is to absorb recoil without there being force enough to take you off of target while still allowing enough force left over to recoil the action enough to chamber another round. I probably am making no sense to anyone but me, but I think I saw someone…. maybe the Britton bike?….. had a suspension where there was a shock in a central location that moved forward/backward in action as opposed to up/down. You guys have great Ebike coverage and Cyzt does seem like a good guy that truly loves bikes.

    • soban881

      Yeah, it’s really neat to see some work like this on the suspension front. That is the Britten bike you are talking about, I think: http://en.wikipedia.org/wiki/John_Britten#Motorcycle

      From the look of the E1pc, Czysz definitely deserves to be congratulated for breaking the mold like Britten. Maybe Czysz will one day (soon!) get his shot at embarrassing some ICE bikes in a big race too.

  • http://pinkyracer.com pinkyracer

    I want to ride it tooooooo. But I’m no John McGuiness. Sigh. I guess I’ll just have to wait till he starts manufacturing them. And then I’ll have to sell off my brother’s children (only because I have none to sell)

  • Terry

    I love reading about this stuff. Thank you HFL and MotoCzysz.

    Close-up spectator video from the TT already looked pretty sci-fi. Now it will be even more so. Incredible, exciting stuff. Avery Brooks might want a flying car, but I’ll settle for one of these.

  • matt

    Very excited for my electric track bike as soon as we can get them to make sense financially.
    Looking forward to trying to charge my second set of track day 14kWh batteries in about 90 minutes using an extension cord from the building at the track. 120V@15A for 60 min =1.8kWh, uh oh. 90 minutes would be 2.7kWh, so I’ll need to get 2 of these I guess:
    and a bunch of gas to run them.

  • GuyP

    Wow, love this echo-chamber we’ve got going on here!

    Here’s what MotoCzysz says on its website: “The 2011 D1-11 is a 150+kW/200+hp motor that will spin to 10,000+rpm”

    Here’s what everyone understands: MotoCzysz’s bike puts out 200bhp

    Here’s what I said:

    “Depending on how much juice was left at lap’s end MotoCzysz will no doubt be able to turn up the wick a bit, but whether it can discharge 200bhp’s-worth of juice for more than a moment, controllers handle it without melting and battery capacity render its theoretical power useable in a race rather than a dyno run is the far side of doubtful. If it really did have 200bhp it could actually play with it should be clocking 180mph+ easy.”

    Here’s what I concluded:
    Having said that, none of this should take away from the incredible achievement represented by 2011′s E1pc. [...] It’s just the risk of fostering a confidence crash in electric bikes, by using counterfeit universal-currency like ’200bhp’, that’s a concern.’

    So in what way do any of us actually disagree? Apart from the suggestion MCN is calling Czysz a ‘liar’? Honky please!

    • aristurtle

      The E1pc was at half throttle through the trap for fuel management reasons: they needed to be able to finish the whole race, not just set a speed record through one straight.

      If you have actual evidence showing that controllers will melt or whatever, present it, because otherwise you’re talking out your ass.

      Saying that the thing has 80 peak horsepower based on the thing at half throttle is moronic. How much horsepower will I get out of a ZX-10R at half throttle?

    • Von Scotch

      The “makes nothing like 200bhp” part mostly. Just give us the nice article on what great progress the bikes are making, with fewer of those snidey comments. Are you scared incase E-MCN puts you out of work? Daily Star of motorbike journalism.

  • Von Scotch

    Bike looks great btw. Hope I can find some coverage at the weekend.

  • rubber_side_up

    Hats off to Mr. Czysz. As a designer I’m proud to see he’s taken design as seriously as he has performance and technology. Design can be as good as, and sometimes better for martketing your brands and product than the other two. When you can get all three together in one package it becomes a winner. I’d have one in my garage right now if I could afford one. I have to say I’m also proud that it’s North Americans leading the way in electric bikes now, which we can’t say for their ICE counterparts. If we put so much effort, thought, engineering prowess, and just plain fun into our other bikes we’d still be leading the world.

  • Ted

    Ok, bike looks great.

    How in the hell do you pronounce his name? I’ve been telling people about this article and all I make are buzzing sounds.

    • http://hellforleathermagazine.com Grant Ray


      • Ted

        So like Sees not Size.

        • http://hellforleathermagazine.com Wes Siler

          Like sizzle without the izzle.

          • Ted

            I demand he have that tattooed somewhere on his body. Thanks for the clarification.

  • Richard

    Is it just me or is he hatin’ on Yates a bit…

    • Dr. Gellar

      No doubt there is likely a bit of rivalry of sorts between the two, even if it is a friendly and respectable one. After all, both men are or have laid claim to having the fastest, most advanced electric racing motorcycle on the planet. I have respect for both efforts, and would love to someday see the two of them go head-to-head on the same racetrack.

  • Jim

    It seem like people are basically saying the electric is nowhere near the performance of ICE bikes. They’re both racing. So, the comparison is unavoidable and Czysz must welcome it since he offered his own comparison to WERA and 600s/ 1000s. All the talk of managing energy over the TT is fine, but that also means the technology has a long way to go to be applicable to the real world. The C1 did a 1:44 lap at Laguna last year. The AMA super bikes were in the 1:24s and the 600s were in the 1:27s. So, basically, the C1 would get lapped every 5th lap by the front running 600s in AMA.

    That doesn’t mean the electric bikes are worthwhile and very cool and that it’s not amazing what they’ve accomplished. So, if Czysz think he can hang with the 1000s down the straights then it’s the weight of the bike that is holding down the lap times?