BGR ™ has designed an electric motor with the best technology to achieve maximum efficiency and performance with the least weight and volume, adapting the dimensions to its special and advantageous arrangement on the motorcycle, which allows an appropriate weight distribution and low center of gravity.

The acceleration it transmits is brilliant from a standstill, taking advantage of the high torque available, which allows the absence of a clutch.

Cooling is by air thanks to the dimensioning and arrangement of the fins arranged radially in the areas of maximum heat generation, avoiding expensive liquid cooling systems that complicate and make the motorcycle more expensive.

The absence of brushes reduces maintenance to a minimum, with a long useful life of 18,000 hours.

It is prepared to take advantage of braking energy by recharging the battery and increasing autonomy, either by activating the brakes or by cutting the accelerator, providing customizable engine braking similar to that of combustion engines and efficient braking assistance.

It also has a low-speed reverse gear for easy manoeuvring.

The characteristics of the electric motor, with high torque from low revolutions, allow it to work with a single speed and without a clutch, but for enduro and supermotard specialties the optimal configuration that allows maximum acceleration from a standstill and a good top speed is using two speeds.

BGR ™ It has a very compact two-speed angular transmission at 90º, with automatic activation by means of a motorized servo selector, with the output shaft for the chain coplanar with the motor shaft and coaxial with the axis of the suspension swingarm, maintaining a vertical position. of the engine on it, which enables the advantageous position of the battery in the front part of the chassis, facilitating its extraction from the bottom.

ByM Ingenieros, S.L. is the owner of Spanish patent No. 201331406 X (pending) dated 09/26/2013, with forthcoming international expansion, referring to this transmission device.

The coaxial arrangement of the transmission output shaft with the swingarm axis avoids intermediate transmissions and unwanted stress on the chain, which is of the reinforced 520 5/8” type. The pinions and crowns of the secondary chain transmission have standard dimensions and number of teeth to have more adjustment alternatives depending on the circuit.

Battery composed of Lithium Ion cells connected for a final voltage of 100 VDC and a total capacity of 2.9 Kwh, arranged on a polyethylene container that also contains the management electronics (BMS) that controls the charge – discharge and status.

It has a single waterproof connector for transmitting power and signals to the controller and control panel, which is also used to charge the battery, both when mounted on the motorcycle and off it.

The battery is designed for very compact dimensions with a weight of 26 Kg, where the center of gravity is very low. It has a steel hook for its fastening to the chassis at its upper front part and a spring-loaded handle at its lower rear part for easy disassembly and exchange. When releasing the lower handle, the battery pivots forward on the upper hook, and using two handles it is quickly removed. The exchange for another previously charged battery is done in less than 60 seconds.

Charging is done by means of an independent 4 Kw and 220 VAC charger in any standard outlet, with the battery mounted on the motorcycle or removed from it. The standard and fast charging times (80%) are 3 hours and 1.5 hours respectively, and it supports a useful life of 1,500 charge-discharge cycles. Autonomy on a closed motocross track is between 30 and 60 minutes depending on the mode of use.

Control panel made up of a 3.2” color TFT touch screen, where you can access the menus in a simple and intuitive way that allow you to easily view the main data and adjust all the parameters of the different modes of use of the motorcycle.

From a main menu, 4 secondary menus can be selected:

– Speed, RPM, total and partial distance traveled, total and partial operating time, and % battery charge.
– Power adjustment and operating mode and rpm adjustment where to make the change from the 1st to the 2nd speed of the transmission.
– Adjustment of retention level of “engine brake” and regeneration level by braking.
– Cell status alarms, voltages and temperatures.

The panel is placed in a waterproof and robust polyethylene box located in the front part of the seat, resting on the chassis, in a place protected from knocks but accessible to the user, without increasing the weight of the steering, a usual place for control panels. instruments.

The motorcycle chassis is made of high-strength Chrome Molybdenum steel tube, joined with TIG welding and painted, forming a multi-tubular frame with high bending and torsion stiffness between the steering column and the anchoring pivots of the axle. rocker. This configuration allows the battery, transmission motor group and controller to be placed inside the frame, whose structure embraces and protects the systems.

The double-sided swingarm is made up of a main piece, CNC-machined from a 6068 aluminum block, forming the axle joints and the shock absorber support, on which the arms and dropouts are welded up to the rear wheel.

The dimensions and relative position between these two components define the main geometries of the motorcycle, and therefore its handling characteristics. A wheelbase of 1,480 mm, together with a steering angle of 63º, combine for magnificent stability and handling, helped by the lightness of the assembly (110 Kg) and an optimal distribution of masses, which unloads 4% more of the weight on the rear axle compared to the front axle, with a very low center of gravity.

To allow adjustment of the weight distribution to the user’s taste, the position of the footrests is horizontally adjustable forwards and backwards 35 mm. These have sharp teeth for optimal grip of the boots in any wet or muddy condition.

The body is made of injected plastic, and adapts to the chassis for better ergonomics and direction of air flows to the systems to be cooled. The welded aluminum tube subframe complements the chassis and supports the seat and rear bodywork.

The ground clearance is very wide, 350 mm to avoid impacts against stones or during maximum compression of the suspensions. Still, the seat ground clearance is only 920mm, well suited for this type of motorcycle.

In the command post, a reinforced aluminum handlebar without a central bar and a variable section with a diameter of 28 mm is used in the area where it is clamped to the upper yoke.

The highest quality suspensions are used for the Supermotard specialty, with a 48 diameter fork with multi-adjustable low-friction coated bars in hydraulic compression and rebound, combined with lightweight CNC-machined 7075 aluminum triple clamps, which provide maximum rigidity to the whole.

The rear suspension uses a shock absorber anchored directly to the swingarm, without variable progressivity links for weight savings and impact protection of the lower part of the swingarm. The hydraulics can be adjusted in high and low speed compression and rebound, as well as the spring preload.

Black anodized aluminum alloy front rim measuring 3.50”x17”, the right size for great rigidity without losing stability and handling, laced with stainless steel spokes on a machined aluminum hub with two high-load capacity sealed bearings . The front tire of the Supermotard specialty measures 110/70-17”.

The black anodized aluminum alloy rear rim is 4.25” x 17”, equally rigid and with a large diameter to optimize traction. It is laced with stainless steel spokes on a machined aluminum hub with three high load capacity sealed bearings. The Supermotard rear tire measures 130/70-17”.

Braking is entrusted to four-piston fixed caliper equipment on the front wheel, and single-piston floating caliper at the rear, combined with treated steel discs with a diameter of 320 mm floating and 240 mm fixed, respectively. The front brake pump is radial with high flow. Both brake pumps are located on the handlebars, the front brake on the right lever and the rear on the left, eliminating the rear brake pedal on the right footrest usual on combustion motorcycles where the left handlebar lever is occupied by the clutch. In this way, braking is facilitated on very steep inclines or in situations where the feet are not supported on the footrests.

The quiet operation of an electric motorcycle is its best feature for use without noise pollution in natural spaces and urban areas. But if your choice is to drive on a closed circuit, you can increase the fun with a sporty sound that simulates that of a single-cylinder, V-twin or jet engine, selectable from the control panel and adjustable in volume. The entire artificial sound system is protected against water.