New Yamaha Electric Dirt Bike
Yamaha Motor Europe has released some photos of what looks like an electric dirt bike. Turns out that this is a prototype that Yamaha Motor Europe has developed and partnered with the battery producer SPIKE engineering firm Dohms Project. They also have partnered with the Royal Dutch Motorcyclist Association (KNMV) to help develop an electric powertrain that will fit inside the popular motocross YZ250F dirt bike.
Yamaha YZ250F with an electric motor
For this, all new Yamaha electric motocross dirt bike Dohms and SPIKE have developed a swappable battery system that allows you to swap the batteries at the track. This is HUGE for electric dirt bikes as the battery life still cannot match the life of a gas-powered dirt bike.
Yamaha electric dirt bike with a swappable battery
Having a Yamaha swappable battery means that during heats you can swap out the batteries very quickly and get back to racing motocross.
Yamaha Dirt Bike with ZERO noise
The other MAJOR benefit of having an all-electric Yamaha dirt bike is the power delivery.
Electric motors have ZERO hesitation and can be programmed for any type of power situation and traction. Electric dirt bikes are TORQUE MONSTERS.
Here is the other thing that electric dirt bikes to that the ICE dirt bike brothers cannot.
They can be quiet.
With all the crazy noise pollution restrictions these days, having no noise Is a big deal for those places that struggle with noise pollution.
Yamaha Electric Dirt Bike Prototype
Will we see this dirt bike in the 2021 or 2022 Yamaha Lineup?
Well we do know that Yamaha is developing a new electric motor as you can see in this YouTube video
Now from that video it looks to be more of a UTV offroad type motor versus a dirt bike electric motor. But either way it looks like Yamaha is thinking about electric offroad vehicles.
Stay tuned to see mor information about the YZ250F electric dirt bike protype from Yamaha Motor Europe.
Комментарии и мнения владельцев
i want a dirt bike, it is my birthday
I would Love to have a yamaha EV. We are always been a Yamaha family, but they are late to game. I’m in the process of selling all of our families bikes. YZ 125, YZ250f, TTR125, and YZW250. since they don’t have one now we are heading to the KTM E-XC for my wife and I and a SUR-RON x for my Daughter. No more bad gas issues, carbs, Jets, and oil spots in my clean garage. We normally ride in the mountains and OVH state trails the distance is an issue right now but we have Solar on our RV with lithium Ion batters, enough to charge all three over night to get another day ride and so on.
Awesome!! I’d like to get a dirt bike
About Sam Oldham
My name is Sam Oldham. Growing up I tried to ride anything with 2 wheels that I could. I have spent the last decade or more riding motorcycles and dirt bikes. Even after all of these years I still feel the same excitement I felt when I first rode a dirt bike as a kid. I have been interested in Electric bikes for years. Please follow me as I try and learn everything I can from riding these electric bikes.
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WE RIDE A CUSTOM-BUILT SSE YAMAHA YZ450E ELECTRIC BIKE
This is a complete one-off, exclusive, unobtainable, not-for-sale, built-in-a-garage, Frankenstein-like project bike. SSE stands for “Sires Systems Engineering.” Dain Sires is the one-man show who is the owner and builder of this bike. Dain lives in Cedar Falls, Iowa, and he’s worked in a few different roles at John Deere. Now, he’s the Senior Mechanical Engineer with the battery team, working on the electrification efforts of John Deere. He’s also an avid motocross rider who grew up on two wheels and has spent time racing dirt track cars as well in the Late Model classes.
Like many gear heads, Dain likes tinkering on bikes. He owns two Yamaha YZ450Fs and a Yamaha YZ250 two-stroke. Dain’s first e-bike build was created to help him race over rocks and logs at local EnduroCross events, and that led to his second SSE electric bike, which is the bike MXA tested, a YZ450F converted into an e-bike. The bike has gone through multiple battery and motor configurations to get to where it is today.
HOW WAS THE SSE YZ450E BUILT?
Dain Sires’s SSE electric bike uses a 2015 Yamaha YZ450F chassis, but because he removed the engine, fuel tank, and radiators, he had to 3D-print support braces for the shrouds, and he also printed a chain guard and motor cable cover. When asked how he made the parts, Dain said, “The process I use for making the 3D-printed pieces is as simple as it gets—make a cardboard template and write some notes and dimensions on the back—then turn it into a 3D model with CAD. I use Autodesk Fusion 360 for home projects, which can be downloaded for free. Another thing to note, I’m also making the parts with a material called “tough PLA.” It has similar toughness to ABS plastic but prints well on any cheap 3D printer.”
The display screen behind the handlebars is typically used for electric bicycles, but Dain explained that it’s easily adaptable, and he’s used it for multiple electric projects. The display shows the amp-hours and capacity of the battery, how much energy he’s used, and how many kilowatts the motor is making while he’s on the throttle (but obviously it’s hard to monitor that when you’re on a motocross track). There is a switch on the airbox cover that can switch the motor into forward, neutral and reverse. Dain explained that reverse is helpful when loading the bike (we tried riding it in reverse on flat ground but couldn’t go more than a few feet). There’s another switch on the left side of the bars to turn the regenerative braking on and off.
The battery is sourced from a Ford Escape plug-in hybrid. The motor Dain used is built by Mod Energy, and he believes they co-developed it with Zero Motorcycles. Dain bought it directly from the factory. It’s air cooled, and it has a lot of capacity for continuous power. As for mapping, Dain can adjust the power characteristics, but he set the bike to run at full power with his right hand modulating the power. For the gearing ratio, he uses an 11-tooth countershaft and a 60-tooth rear sprocket. To accommodate the extra-large rear sprocket, Dain added a secondary rubber chain guide off a Honda four-wheeler that he found on Amazon. He also had to drop the lower chain guide down an inch.
The biggest loads on the motor come when you’re landing off a jump at full throttle. That puts a tremendous load on the motor mounts, the shaft, and everything else. Dain actually 3D-printed parts to stick under the motor to act as a cushion. The plastic part absorbs all the shock loadings and transmit that energy into the swingarm bolt.
We didn’t bring any of our electrician friends with us to this test, so we had to learn all about electricity from Dain without an interpreter. Dain explained that when your voltage goes up, your complexity goes up. A higher-voltage bike requires extra battery management and extra sensors on all the battery cells; all of which adds up to extra weight and takes up space. When your voltage is high and your amperage is very low, your system has a disparity of complexity. Dain’s bike is running 100 volts, and he’s able to go up to 450 amps.
WHERE DO ELECTRIC BIKES FIT INTO THE CURRENT MOTOCROSS LANDSCAPE?
The topic of electrification is a polarizing subject; the off-road motorcycle world is certainly against the idea of electric bikes. Truthfully, there are some valid reasons to be concerned with electric dirt bikes making their entrance into the sport. Politicians have muddied the waters big time with their pie-in-the-sky regulations and bans, with serious implications for the off-road motorcycle industry.
Beyond the gross political agendas, there’s a serious debate about electric bikes in motocross. There are benefits to starting kids out on electric bikes because they are easier to ride and much easier for parents to maintain. Those same e-bike benefits help adults learn how to ride motorcycles more easily as well. We used the KTM Freeride electric bike that we tested in the December 2022 issue of MXA to teach first-time riders the basics with great success. Electric bikes also open opportunities for new riding locations. Noise complaints and dust are the two biggest reasons for tracks closing, and dust can be mitigated.
Where electric bikes present a sticky wicket is in fitting into the traditional class structures of motocross and Supercross. They are not the equivalent of a 250cc four-stroke or 450cc four-stroke and probably never will be. They can be tuned to make abundant power, and that makes catching cheaters a much harder job for race promotors and officials. It is best for the time being to form electric classes, where electric bikes race against other electric bikes, to avoid the AMA travesty that gave four-strokes double the displacement of two strokes, leading to the demise of affordable 125cc and 250cc two-stroke racing. The sport needs to tread lightly down the path of integrating electric bikes into the internal combustion classes.
WAS IT HARD TO RIDE THE CUSTOM ELECTRIC BIKE?
Hard? No. Weird? Yes! Because there’s no gearbox and no clutch, it’s a simple “twist-n-go” operation. That part simplifies the riding, but it certainly feels unusual to be on a dirt bike without the engine noise and without a shift lever or clutch lever. It was especially weird to try to hit turns and make some roost, because we couldn’t rely on the clutch to help light up the rear wheel. Absent a transmission, crank and piston, the SSE electric dirt bike has a lot fewer internal moving parts inside of the motor. On the track, the rotating mass in an engine has a big impact on the bike’s handling. When you get on the gas in a corner, it’s the momentum from all your bike’s rotating parts that stands the bike up on its two wheels. In the same way, it’s the momentum of the wheels that balances your bike out in the air. When you hit the rear brake midair, your front end drops down. Hitting the gas midair (panic rev) causes your front end to come up. And, if you accidentally hit the front brake midair, you’ll become unstable, and the front end will rise slightly. The SSE could do some of these things, but there is a re-education program that needs to be adhered to to get it right.
HOW LONG DOES THE BATTERY LAST?
If the rider is lightweight and mellow on the throttle, the battery lasts for a while, but if he’s heavy on and off the throttle, it won’t last long. With most MXA test riders weighing over 170 pounds and riding the bike hard, we got about 18-20 minutes of full battery power. It rained a bunch in California before Dain arrived, which meant that Glen Helen (and every other public track) was flooded. In search of a place to ride, we went to a one of our fun tracks in the high desert that had some decent little hills, a few fun jumps, a little rhythm whoop section, some loamy sand corners, and some hard-packed spots.
If the track were dry and hard-packed all the way around, the bike would last longer, because you’d have to be smoother on the throttle. But, because traction was at a premium and some of the sections were soft, the MXA test crew was zapping power more quickly on the e-bike. We wanted to make the most of our day of testing this bike, so we never rode a full-length moto from full charge to empty battery, because then we would have had to wait while the battery was recharged. We rode three sessions on the SSE bike, and we had multiple one-hour charging breaks in between. Instead of riding consistent laps, I made sure to only do a few laps at a time, so our camera crew could capture different areas on the track, and we could discuss how the bike was working with Dain.
HOW FAST WAS THE SSE ELECTRIC BIKE?
It was impressively quick! For the first two laps, the bike rivals 450 four-stroke power, but after two hard laps it starts to feel more like a 350, and shortly after that a 250. It is difficult to gauge just how fast the bike is without the sound and vibrations coming from the engine. It’s easy to twist the throttle aggressively and be caught off guard by how fast you’re going. It’s also unimpressive to stand by the track and watch other test riders ride it. It is especially confusing when you have to clear big jumps. Without a roaring engine, it’s hard for your mind to process how fast the bike is going. It’s like watching a flashy young Pro rider and a smooth and experienced Pro on the track at the same time. Your eyes are drawn to the flashy kid who looks and sounds faster (and is much harder on his equipment), but when the gate drops or the lap times are revealed, the smoother rider is surprisingly quick. Watching the electric bike go is similar, only it’s magnified because it’s so quiet.
The biggest difference between an electric bike and an internal combustion engine dirt bike is the consistency of power. Dain’s YZ450E was snappy and fast for the first couple laps, but the battery’s strength slowly depleted throughout the session.
HOW DID THE SSE ELECTRIC BIKE HANDLE?
Prior to the 2023 Yamaha YZ450F, the words “nimble” and “YZ450F” had never been used in the same sentence—especially not with the 2015 YZ450F; however, even with the Yamaha chassis, this bike didn’t ride like a Yamaha. On any dirt bike, the handling characteristics are never the sole product of the frame and suspension—the powerplant always affects the bike’s balance. A 125 two-stroke engine, with its lightweight piston and crank, has less “rotating mass” with less inertia than a 450 four-stroke. This gives 125s a nimbler quality on the track and allows them to lean over easier into turns.
Electric bikes have almost zero rotating mass inside the motor, and that means that they have less rotating mass nestled inside of the bike’s frame. The motor produces power, but it doesn’t produce inertia. All of the inertia is created in the front and rear wheels. This allows electric bikes to lean into corners in a different manner.
Additionally, Dain added a regeneration mode (re-gen) into the bike, which acted like engine braking and recouped some of the kilowatts that we expended on the track whenever we let off the throttle. The re-gen was also linked to the rear brake lever; whenever you pulled in the brake, the bike regenerated more energy to extend the ride time ever so slightly. Additionally, Dain has ways to cut the power whenever the brakes are pulled in. This means that if you’re on the throttle and you drag the rear brake coming down a hill or on a straightaway, the power is cut until you let off the brake. We didn’t want any part of this, but it was interesting to learn about the capabilities of the SSE.
The re-gen mode was preferred because it acted like engine braking. It helped load the front end coming into turns, which helped us set up for the corners because of the increased traction. With the re-gen turned off, we had to rely much more on the brakes. The bike handled more like a downhill mountain bike; the rear end skipped out over bumps, and it was difficult to turn.
Long-time MXA test rider Dennis Stapleton came to test the bike with us, and he was a great help, because he had been a test rider on the Alta electric motocross bike project. One of his main quibbles with all e-bikes is their throttle response. Without being able to feel the engine rev up or use a clutch, it can be difficult to figure out when and how to get on the throttle coming out of turns. As with switching from a two-stroke to a four-stroke, it takes time to learn the different styles.
WHAT IS THE WORST PART ABOUT THE SSE ELECTRIC BIKE?
The worst part about this homemade e-bike was the battery life. Because it was so much fun to ride, we just wanted to keep going; however, we can’t knock Dain on the battery life because he built this bike for himself, and he doesn’t ride longer than 20 minutes at a time. Of course, he would like to have a longer battery life, because then he wouldn’t have to charge it as often, but he prefers having big power for a short time over having small power for a long time. Plus, Dain has three young kids who ride, so while his e-bike is charging, Dain either rides his YZ450F or he’s helping his daughters have fun on their bikes.
Beyond the battery life, the second downside of the SSE electric bike (and any electric dirt bike for that matter) was the lack of engine noise. The power was snappy and fun, dare we say “electrifying,” but the RC-car-like motor noises combined with the chain slapping against the swingarm, rocks hitting the fenders, and knobbies bending with the terrain, makes for a less-than-exciting sound. All these noises make you feel like you’re riding a mountain bike or a cheap Chinese dirt bike. Yes, the rider experience is still thrilling and fun, but onlookers are perplexed by the quiet ride. It’s hard to tell when an e-bike rider is going fast, and it’s visually confusing when you see one jumping a sizable leap. You also don’t hear them coming through the pits, which can make them dangerous to pedestrians.
WHAT IS THE BEST PART ABOUT THE SSE YZ450E ELECTRIC BIKE?
Overall, the bike exceeded the expectations we had coming into this test. We agreed to ride it because the project intrigued us, but we had no idea this built-in-a-barn project bike would rival the Alta in performance. Dennis has spent a lot of time on Altas, and several MXA test riders have tried them in the last year. We all agreed that Dain’s YZ450E was comparable to the Alta and at least equal if not better in the handling department (thanks to the Yamaha chassis).
Yamaha Cross Connect
It’s only 3 miles to the store, but somehow driving always seems to take 30 minutes. Redefine your routine—take the Yamaha Cross Connect e-bike and rip down to the store! Load up the rear-rack and enjoy your new viewpoint behind the handlebars.
The Cross Connect is designed around Yamaha’s outstanding PWSeries SE drive unit. Integrated with the bottom bracket, the drive unit provides a low center of gravity for exceptional handling. Yamaha’s unique side docking battery mount allows for a frame design with a lower stand-over height. While providing the smooth power assist expected by many e-bike users, Yamaha’s systems are equipped with powerful support and a natural, organic pedal-assist feel even in the high-speed setting. The 500 Watt-hour Lithium-ion battery pack provides reliable and long-lasting energy to power your rides, and when it’s time to replenish you can quickly charge the battery pack on or off the bike with the high-speed charger. Exclusive to Yamaha Power Assist Bicycles is a speed sensor engineered into the rear hub. Clean, protected, and out of sight, this sensor recognizes the slightest change in bicycle speed and helps adjust motor input to deliver a smooth and natural power assist feel for the ultimate ride experience. And for those riders who love ride information, the LCD multi-function display comes loaded with a full suite of functions, including speedometer, average speed, maximum speed, odometer, battery range, cadence, and stopwatch.
Accompanied with Yamaha’s legendary reliability, the Cross Connect gives riders virtually every accessory available to bicycling. It features a Suntour NCX suspension fork to help smooth out your commute, errand, or weekend ride. A Shimano Sora drivetrain with a double chainring offers quick shifting and an optimum gear range, while the Shimano M315 hydraulic disc brakes with 160mm rotors provide confident stopping power in all conditions. The Cross Connect is equipped with a powerful LED headlight to help guide the way, with an on/off button built into the multi-function display for easy access while riding. The rear rack with integrated LED taillight can handle up to 55 lbs. of secured cargo. The fenders will help keep you and that cargo looking clean, while the integrated kickstand adds a touch of convenience for parking the bike. Whether on pavement or bike path, this bike helps you explore your way.
WARNING: Cancer and Reproductive Harm
Specs
| PWSeries SE w/ ECO, ECO, STANDARD, HIGH modes |
| Side exit Yamaha 500Wh 36V Lithium-Ion |
| 4-hour |
| 20mph |
| Yamaha hydroformed and butted aluminum, internal cable routing, fender and rack compatible |
| SR Suntour NCX 63mm, mechanical lock-out, 30mm stanchion, magnesium lowers, adjustable air sleeve |
| Front: 15 x 100mmRear: 12 x 142mm |
| 700c, double wall, eyelet spoke holes, width 24.5mm (outer) 19mm (inner) |
| CST Sensamo Sumo, level-5 Flat Protection, reflective sidewall, 700 x 35c |
| Square taper, 165mm (53cm). 170mm (55cm and 58cm) |
| 46/34T 110 BCD |
| Square taper |
| KMC X9e |
| Shimano Sora (2 x 9) Braze-on |
| Shimano Sora RD-3000 GS 9-speed |
| Shimano 9-speed. 11/30T |
| Shimano 9-speed Sora trigger shifter, w/ gear selection window |
| Alloy flat bar, 31.8mm diameter, 640mm width |
| Ergonomic locking, two-tone |
| 4-bolt faceplate, 31.8mm diameter |
| Shimano M315 Hydraulic Disc |
| Yamaha Path Plus Cro-Mo Rails |
| Alloy 30.9 x 260mm (S), 315mm (M), 350mm (L) with 2-bolt adjustable tilt saddle rail clamp |
| Yamaha battery keys, battery charger, LED Headlamp, bell, fenders, rear rack with integrated LED tail light |
Subject to change without notice.
Yamaha XE4 Electric Dirt Bike First Ride Review
Electric dirt bikes have been making waves in the motocross industry in recent years. While new bikes like the Stark VARG and Flux Primo have garnered a lot of attention, the loss of Alta has left many wondering when Honda, Yamaha, and KTM will enter the full-size electric dirt bike market.
Amidst this yearning for new technology, it’s easy to overlook the decades of perfectly tuned chassis that have been developed by the best engineers, test riders, and racers in the industry, and they are ripe for electric conversion. Luckily, we’ve got some companies trickling into this space to make electric conversions that bolt on to some of the most proven motocross bikes that our industry has created.
Enter the Yamaha XE4 Electric Dirt Bike, built by Xtreme Electric MX (XEMX).
After experiencing a few successful electric conversions (and with other future ones in the works, wink wink), our attention has been captivated by the XE4 Yamaha, expertly crafted by XEMX. Our intrigue was piqued after witnessing JoJo Toole’s remarkable performance on the bike during the ECR eMoto Race at the 2022 Red Bull TKO.
XEMX Yamaha Electric Dirt Bike Specifications and Details
XEMX makes 2 different kits, the XE2 (air cooled) and the XE4 (liquid cooled).
The XE4 is a bolt-on conversion kit that is compatible with the Yamaha 250 and 450 YZF and YZFX bikes from 2014-2019 for the 250 chassis and 2014-2018 for the 450 chassis.
The liquid-cooled version utilizes the stock YZF radiators with a small 12v pump to circulate Engine Ice. Liquid cooling is the best way to keep the motor cool, making the XE4 more efficient the cooler it runs. The XE4 also features a proprietary fast-change battery swap technology, which is the fastest battery change on the market, taking less than 10 seconds to swap fresh batteries.
The XE4 bike that underwent our testing process is built upon a 2016 Yamaha YZ250F Chassis. XEMX currently utilizes a 12T front and 52T rear Sprocket, sometimes replaced by a 12T-54T combination. The bike’s components, such as sprockets, plastic, suspension, and grips, are all stock Yamaha parts. Front sprockets are sourced from a stock YZF450.
XEMX is currently experimenting with several different controllers to determine which one provides the best overall performance. The controllers under consideration include the Curtis 1236SE, Votol EM-260S, EBMX X-9000, Fardriver, Kelly, and the A5, which is a Curtis clone. All of the controllers will undergo racing tests to verify which one works best for the bike.
The Curtis 1236SE controller, rated at 450 amps at 72 volts, was the controller we tested on our bike.
XEMX’s batteries are rated at 72V nominal and 600 Amp max output, with a total capacity of 4.3kWh. Since the batteries are custom-made, XEMX can modify the type and amount of cells to meet the customer’s needs.
XEMX has developed proprietary fast-change battery swap technology that utilizes a modified aerospace connector, delivering 600 amps per terminal. The battery compartment features the lid formerly used for the Yamaha YZF gas cap. It’s a clean, straightforward design that takes less than 10 seconds to swap fresh batteries.
The bike has three ride modes that are fully programmable, as well as a reverse, auto regen braking, and options for lever regen braking. Additionally, the bike offers optional motor sounds with a speaker, a feature we’ve never encountered before.
The XEMX Yamaha XE4 is a custom order bike, but kits will be for sale once beta testing is complete. You can see below for a breakdown of cost options for the kits.
Riding the Yamaha XE4 Electric Dirt Bike
While we’ve had the opportunity to ride the Stark VARG and Alta Redshift, it’s more common to see the ECR crew on the KTM Freeride EXC and smaller, modified electric dirt bikes like the SurRon Lightbee X.
The XEMX Yamaha XE4 provides an incredible experience. The Yamaha YZF Chassis has become a reliable platform over the years, largely due to its unique reverse motor design that creates horsepower unmatched by the other manufacturers in the pro MX scene.
Since the motor is replaced by the electric powertrain in this bike, the gas power plant is no longer a talking point. However, the design allows XEMX to adapt the space for their motor and battery.
The Yamaha chassis is renowned for its stability and surefootedness in rough terrain. The proven KYB SSS suspension is sought after by many riders and comes stock on Yamaha YZF bikes.
Riding the XEMX Yamaha XE4 is an experience that lives up to all the hype that the Yamaha YZF chassis has received in the stability and suspension department. The bike feels incredible, especially after riding sub-150-pound electric dirt bikes that struggle in rough sand whoop terrain in Florida. It’s like you’re riding a Yamaha YZF250F, albeit with an electric powertrain, which is a great thing.
If there’s any complaint about the YZF chassis, it’s that the bike sacrifices some front-end steering for stability. It’s a bike that is notoriously known for benefitting from riders that “steer with the rear”, or those who prefer stability over a sharp turning bike like KTM, Suzuki, or Honda. Needless to say, we are simply splitting hairs here, and adjustments can be made to improve the turning characteristics and front-end feel of the YZF chassis.
In our video about the Yamaha XE4 electric dirt bike, we did encounter some issues. The bike would fault if we hit a sand whoop too hard when we were hard on the throttle. Mark from XEMX explained that the sensor and magnet in the motor were slightly misaligned from each other, causing the bike to shut off intermittently. This can be a common issue in new motors, and XEMX has resolved 99% of the issue since filming, claiming it is just an issue with the older style connectors. Regardless, it’s is an issue that will be resolved before kits will be sold.
In the field, Mark from XEMX made some changes by dialing the power back as much as 20%. In other words, only 80% power was being used when we tested the bike. This particular controller we were testing was only rated for 450 Amps, and the batteries have the capacity to put out 600 Amps. Needless to say, there is a lot more power that can be created on this platform.
XEMX Yamaha XE4 Electric Dirt Bike Pricing
XEMX have not officially started to sell kits, but will make Custom Billet motors(to order) and the parts needed for those who want them first. With their complete A kit, and rolling frame prepped, it is possible to build the bike in one day.
You will need a Yamaha 250 YZF or FX 2014-2019 or 450 YZF 2014-2018 Rolling Frame.
These motors have all Ceramic bearing with a Carbon sleeved rotor. They are finished all Black. (Cerakoting or Powder coating is extra)
BILLET 6061 ALUMINUM MOTOR ALONE: 3,500.
XE4 ALL BILLET AXIAL FLUX MOTOR WITH CARBON FIBER SLEEVED ROTOR, LIQUID COOLED, CERAMIC BEARING, 2.08 TO 1 GEAR REDUCTION. MAX RATING OF 58 HP. @ 600 AMPS NOMINAL 38 HP.
COMPLETE MOTOR A KIT: 6,995.
XE4 BILLET MOTOR AND KIT, WHICH INCLUDES: 1-3
#1 COMPLETELY BUILT BATTERY TRAY, BATTERY SIDE BRACKETS, BUSS BARS AND
#2 BRACKETS, FRONT, MID AND TWO REAR SEAT BRACKETS CARBON FIBER AIR BOX
COVER, SEVEN PIVOT POINT HINGE, HALL THROTTLE, WATER PUMP, MAIN CONTACTOR,
DC TO DC CONVERTER,12 T FRONT SPROCKET, CARBON FIBER AND MID SEAT PAD.
#3 CURTIS 1236SE-6571 PRE PROGRAMMED CONTROLLER AND COMPLETE WIRING
HARNESS. POWER PANEL, MODE AND ON/OFF SWITCHES.
QUICK SWAP BATTERIES SOLD SEPARATELY FROM THE KIT: 3,295.
INR 25R Samsung (400) 18650 CELL BATTERY 500 AMP PEAK AT 84V 4KW
10 MODULES (40 18650 CELLS EACH) MOLICEL P42 and P45 Available now also.
OPTIONAL CHARGER: 250.
MODEL S2500 BATTERY CHARGER INPUT: 120V AC VOLT
OUTPUT: 84V=10AMP WITH LED DISPLAY AND FINISH CHARGE INDICATOR.
(OTHER CHARGER OPTIONS WILL BE AVAILABLE (HIGHER AMP/FASTER CHARGING)
OPTIONAL PROGRAMMER: 695.
HAND HELD PROGRAMMER FOR THE CURTIS SE1236-6571 CONTROLLER
OPTIONAL SEAT: 250.
CUSTOM SEAT CONCEPTS SEAT COVER FOR QUICK SWAP BATTERY SYSTEM.
In conclusion, the Yamaha XE4 Electric Dirt Bike is an innovative new twist on a proven chassis that is sure to give riders yearning for a full size electric motocross bike something to look into. With a powerful electric powertrain and proprietary fast-change battery swap technology, the XE4 is a true work of art.