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It was dry when we started…<\/strong><\/p><\/div>\n Stuff like this never really happens in my world. The chances of someone not attached to a factory riding a pre-production model of its new bike just doesn\u2019t happen.<\/p>\n <\/p>\n But then it did to me.<\/p>\n <\/p>\n A few weeks ago (from the time of writing), Dennis Savic contacted me and asked if I\u2019d be interested in riding the prototype of his C-Series (C stands for \u201ccaf\u00e9\u201d).<\/p>\n Neo-brutalist is what comes to mind when I look at it.<\/strong><\/p><\/div>\n Heh. As if that\u2019s a question that has more than one answer.<\/p>\n <\/p>\n I was at the airport the following day and in Melbourne shortly after. I was picked up by Adrian Vinovrski, the project\u2019s Chief Technology Officer and lead engineer \u2013 a quiet, gentle, and very committed soul \u2013 and taken to Savic Motorcycles HQ in Melbourne.<\/p>\n If you look closely at the bottom of the belly-pan, you’ll see the scrape on the carbon-fibre. That’s bragging rights stuff, as far as I’m concerned.<\/strong><\/p><\/div>\n Savic Motorcycles, as you probably know, is Australia\u2019s own and only high-performance electric motorcycle manufacturer. At the moment, and after six years of titanic effort, it only makes one model \u2013 the C-Series. But there are others in the works and already at an advanced stage of design. So once the C-Series bikes are sent to their owners later this year \u2013 and there are 240 of those owners who\u2019ve bought the bike sans test-ride \u2013 there are other two-wheeled electric wonders slated to appear in the next year or so, including a series of LAM iterations.<\/p>\n The Kew Boulevard is not what it once was…but then, neither am I.<\/strong><\/p><\/div>\n This has all been made possible by the company\u2019s most recent successful capital raise of 1.8-million bucks \u2013 and Dennis\u2019s unwavering commitment to making this work for the medium and long-term. He\u2019s talking a production target of 1000 bikes in 2025 and beyond.<\/p>\n This is the only stylistically awkward bit on the bike to my mind.<\/strong><\/p><\/div>\n I\u2019ve seen the drawings. And Dennis and I have chatted on many occasions in the last few years. It\u2019s impossible not to be impressed by this quiet, laser-focussed bloke, and the vision he has actually succeeded in creating.<\/p>\n This is very delightful.<\/strong><\/p><\/div>\n Our relationship began when I wrote a piece stating riding electric bikes was like riding tinnitus, and for me, such a thing was not ever going to be a thing. And it won\u2019t be.<\/p>\n <\/p>\n The kind of riding I do simply doesn\u2019t gel with electric bikes \u2013 which, at this stage in their development are not suited for long-distance touring. Their hunting ground is purely urban. But as battery technology changes, and our EV infrastructure improves, that will change. Electric vehicles are not coming. They are here.<\/p>\n I’m pretty sure the pursuing sirens would be louder when the bike has no engine noise.<\/strong><\/p><\/div>\n So while I\u2019m not a potential customer, and my laments about how alien riding an electric bike feels for someone like me still hold true, I am certainly able to appreciate and admire what Dennis and his team have created. But I\u2019m not sure the Australian motorcycle community does.<\/p>\n <\/p>\n But it should and it must.<\/p>\n Best marque logo ever.<\/strong><\/p><\/div>\n Because the creation is astonishing. And brilliant. And quite a hoot to ride, to be perfectly honest. I have ridden Harley\u2019s Livewire, and the Savic Motorcycles C-Series is better in every way that a bike should be better.<\/p>\n <\/p>\n Does it have issues? Yes, it does, and I will come to them shortly.<\/p>\n So my first ride of the C-Series happened in Melbourne on the famous Kew Boulevard. I was sworn to secrecy about the ride. Dennis and his team wanted some feedback from someone not involved with the project, and there was a press launch coming up, so no thunder stealing, as it were.<\/p>\n Raising the forks up would give it some more ground clearance – because it sure does want to lean more.<\/strong><\/p><\/div>\n I\u2019m good with that. I keep secrets well.<\/p>\n <\/p>\n Adrian, Adam Wilson (the tech who assembles the bikes), Sam Carter (the in-house photographer), and I beat the storm clouds out there, and I managed a few zesty passes before rain called a halt to proceedings. I\u2019m over asking Melbourne to explain why it\u2019s 12 degrees and pouring with freezing rain in January.<\/p>\n I understand the rear shock will be different on the production version.<\/strong><\/p><\/div>\n My first impression of the C-Series surprised me. I came armed with a few preconceptions, and no great desire for electric bikes. But I was very keen to try this one for all sorts of reasons.<\/p>\n Was I about to ride something a man had spent six years of his life creating, only to discover it was crap and he would have been better off using that money to play the stock market? This is literally a bike built in a shed \u2013 albeit a pretty nice shed. There is no giant motorcycle company funding this and supplying all the engineers, build facilities, and resources needed to \u2013 and I can\u2019t overstate this \u2013 produce a brand-new never-made-before motorcycle, created from the ground up.<\/p>\n <\/p>\n Think on that for a sec. Imagine the mountain Dennis has had to climb to get to where he is. I may not be an EV fan-boy \u2013 I\u2019m far too far down the dinosaur road for that to change \u2013 but I am certainly a Savic fan-boy just for the sheer balls and brains it takes to do what he has done.<\/p>\n A tail-tidy? Yes, I think so. Because that back-end is so pretty it doesn’t need that number-plate distraction hanging off the rear wheel.<\/strong><\/p><\/div>\n But \u2013 and this is a big but \u2013 if what he\u2019d made was shit, I\u2019d tell him that. I\u2019d have to. At the end of the day, the C-Series is a motorcycle. And it has to be a proper motorcycle. Its motive power aside, it has to be viable in that regard.<\/p>\n <\/p>\n And it cannot and must not look like it was built in a shed. You\u2019ll be pleased to know it doesn\u2019t. I sure was. It\u2019s legit.<\/p>\n <\/p>\n The prototype C-Series has some weight to it. It\u2019s 300kg. But it\u2019s not physically large. Like, it\u2019s the size of a 1000cc naked. But it carries its weight so well, you\u2019d swear it\u2019s not that heavy. Heaving a Royal Enfield off its side-stand is harder than levering the C-Series upright.<\/p>\n Don’t hit the lady with the pram…<\/strong><\/p><\/div>\n Another good tell that will quickly let you know about balance and weight is to get on the bike, ride 20 metres and do a feet-up U-turn. See how that goes on a poorly-balanced heavy bike.<\/p>\n <\/p>\n I did just that on the C-Series ten seconds after riding off. I was stunned. It was effortless.<\/p>\n <\/p>\n Sure, there\u2019s the whole \u201cWHERE\u2019S THE ENGINE-NOISE?\u201d thing, because all you\u2019re suddenly hearing is the suspension and brakes at work, but this was certainly a motorcycle \u2013 and pretty good one, at that. I have ridden far worse-handling bikes from major factories.<\/p>\n <\/p>\n Here\u2019s the thing \u2013 I cannot compare it to anything you\u2019d be familiar with. It\u2019s not like anything else. You ride it the same way as you would a normal bike and all the same laws of physics apply. But there\u2019s no clutch, lots of instant torque which is seamlessly constant, and on the prototype, no regenerative engine braking. On the production bike, you\u2019ll be able to dial up the amount of engine-braking you\u2019d like.<\/p>\n The ergos were spot on for me.<\/strong><\/p><\/div>\n It’s a bit of a head-fuck when you first set off and encounter your first corner. I was a bit wide-eyed approaching one of the Boulevarde\u2019s finest bends. I don\u2019t want to be the first person to trowel a C-Series, but I also need to see what happens when I\u2019d fold it into a bend.<\/p>\n <\/p>\n Cue another surprise. It is carrying a fair bit of inertia, unmitigated by any engine braking, but its front Brembos are well up to pulling you up. So I set up for the bend, and felt I might need to apply a bit of manliness to the corner, then instantly realised the bike was more than happy to turn in, and then it held the line beautifully. Stable, and sure-footed, and the line I chose was the line it held.<\/p>\n <\/p>\n Pushing a little harder, I found the suspension was underdone. It was at its limit, and despite development-rider Jed Metcher\u2019s (you\u2019d know Jed from his ASBK glory) best efforts, the suspension on the prototype bike was not up to its job.<\/p>\n A carbon-fibre mirror? Sure.<\/strong><\/p><\/div>\n This was compounded by the unsprung weight, and a fork-length that needed to be changed to give the bike more trail. When I started explain my thoughts to Adrian and Adam, they nodded knowingly. They were well aware of the issues. And busily implementing the fixes for the production version.<\/p>\n So longer forks with better springs (there\u2019s the extra trail), much lighter wheels and swingarm (which would see a 20-plus kg wight-saving on the production model \u2013 10kg on the unsprung side and 10kg more on the sprung stuff), were all the go.<\/p>\n <\/p>\n \u201cThe dash is\u2026um, kind of invisible,\u201d I said, when they asked me what else could be improved.<\/p>\n The dash needs a re-think – and it’s getting one.<\/strong><\/p><\/div>\n \u201cYes, we know,\u201d Adrian smiled. \u201cWe have already ordered a new dash which is twice as bright and coated with non-reflective material, and if that doesn\u2019t solve the issue, we are working on a design update.\u201d Currently, the dash sits pretty flat, which is part of the problem.<\/p>\n <\/p>\n I also felt the side-stand could be longer. But now I was just nit-picking. The ergos were spot-on. I\u2019m six-feet tall and\u2026um, solidly built, and I found the handlebar-seat-pegs dynamic pretty spot-on.<\/p>\n You can’t tell me that ain’t sweet.<\/strong><\/p><\/div>\n The seat was firm and not suited to long miles \u2013 but then it\u2019s not a touring bike, so that\u2019s not a problem. And neither is the starting procedure. At the moment it has a fob. The production version will be started by an app on your phone (settle down, dinosaurs. Hush. This is not our world anymore). So press the fob, the bike wakes up. Press the red button on the right-hand handlebar, and the bike is on. Press the button again, and it\u2019s now in \u201cgear\u201d and ready to roll. Press it again, and you can have a reverse gear to help you if you\u2019ve parked awkwardly and are weak and frail. Simple.<\/p>\n <\/p>\n Three weeks later, I was invited to try the bike again. This time up and down the Old Pacific Highway, along with three other motorcycle media types. The bike had been fitted with its lighter production wheels, and I was now very much looking forward to lashing it a little harder along a road I know well.<\/p>\n <\/p>\n The lighter wheels made a huge difference. The C-series steered much better, but that threw up a new issue. On right-handers taken with enthusiasm, the front of the carbon-fibre belly-pan would lightly kiss the tarmac.<\/p>\n It did feel a bit like riding the future.<\/strong><\/p><\/div>\n This scared the shit out of me when it happened. You expect the footpegs to touch first, but this was the belly-pan. Sure, it was an enthusiastic entry, but I was not there to have sex with spiders, right?<\/p>\n <\/p>\n Obviously, this was relayed to Dennis and his team, and they\u2019re already working on a solution with the new suspension and some tweaks to the belly-pan. And I have no doubt it will make a difference. You see, one of the reasons it\u2019s taken so long to get the bike out to the public is Dennis\u2019s insistence that it be \u201cright\u201d \u2013 and more than right.<\/p>\n The stealth lion.<\/strong><\/p><\/div>\n And it has to be. There\u2019s a lot at stake.<\/p>\n <\/p>\n I\u2019m of the view that Dennis and his team have nailed it. And I\u2019m a little in awe of that. This small team of committed designers and engineers have created Australia\u2019s first and only performance electric bike. It works and its viable and it has integrity. It does nothing weird, and behaves like a bike \u2013 although it requires you to ride it bearing in mind you have no clutch and no engine-braking \u2013 again something the production version will have in the form of regenerative engine-braking which you\u2019ll be able to dial up or down. No, you still won\u2019t get a clutch. You get that, right?<\/p>\n <\/p>\n And of course it goes. The current prototype is a somewhat down on power from what the production version will offer, but turn that throttle and it picks up its pretty carbon skirts and honks on with aplomb. It\u2019s no Panigale, but I\u2019m no Peco Bagnaia either. You will be pleasantly surprised and not a little thrilled, I\u2019m betting. Why? 200-plus Nm is 200-plus Nm, baby.<\/p>\n Pfft…engine braking is sooo over-rated…<\/strong><\/p><\/div>\n Aesthetics are always so subjective, but I am a fan. The designer has produced a classically-shaped caf\u00e9 racer, albeit with some modern touches, like the headlights and their bracket. I think that\u2019s the only place it looks a little awkward. I really love the rest of it. The big tank, the cool tail-piece, and the resultant stance is spot-on. It\u2019s right, to my eye. And it\u2019s won a bunch of design awards, so I\u2019m not an island.<\/p>\n <\/p>\n I guess this is where I stand up and applaud Dennis and his team. The C-Series is an amazing achievement, and they deserve to be congratulated for what they have made. Yes, it\u2019s strange seeing a bike ride off in total silence. But I\u2019m a big boy. I can deal with new things without whining about how something is \u201cshit\u201d just because it\u2019s unfamiliar. I remember people making the same noises when two-strokes were removed. I will bet they made the same noises when electric starters and disc brakes were introduced.<\/p>\n <\/p>\n The world is constantly evolving. You may decry that fact, but that evolution will continue, because life\u2019s only constant is change. You can yell at clouds all you like. They\u2019re just gonna cloud.<\/p>\n <\/p>\n When I ride the C-Series I am fighting decades of hard-wired motorcycle expectations and preconceptions. My programming, as it were. But this in no way stops me from appreciating an amazing engineering achievement, and enjoying the ride it offers. Why would it? The C-Series is a bloody motorcycle. And I happen to love bloody motorcycles.<\/p>\n <\/p>\n I am looking forward to spending some time on the production version when one becomes available. And I am very, very much looking forward to what else Savic Motorcycles will produce. If this is the prototype of its first offering, I\u2019m pretty sure what\u2019s coming will be even more special.<\/p>\n It’s going to tick a lot of boxes.<\/strong><\/p><\/div>\n FREQUENTLY ASKED QUESTIONS<\/strong><\/p>\n <\/p>\n So there are two iterations of the C-Series \u2013 the Alpha and the Delta. The Alpha is the more powerful one.<\/p>\n What\u2019s the range?<\/strong><\/p>\n Alpha \u2013 200+ km combined (City\/Highway), or 150km highway<\/p>\n Delta \u2013 150+ km combined (City\/Highway), or 100km highway<\/p>\n What\u2019s the charging time?<\/strong><\/p>\n <\/p>\n Alpha<\/p>\n <\/p>\n Delta<\/p>\n Where can I charge it?<\/strong><\/p>\n <\/p>\n Anywhere you can charge your phone, you can technically charge your motorcycle. The bike will come with a standard Type 2 (iec 62196) charger with a 10amp plug.<\/p>\n <\/p>\n Most customers will charge at home or work, but the Savic Motorcycles App will also have Level 2 chargers listed for customers looking for public charging stations.<\/p>\n Can I just plug it into a wall socket at home?<\/strong><\/p>\n <\/p>\n Hell to the yes. The C-Series does not require any special charging equipment, so you can charge it off any standard wall socket at home. If you have a 15amp outlet at home, you will be able to charge your motorcycle at an increased rate.<\/p>\n <\/p>\n <\/p>\n How much is it?<\/strong><\/p>\n Alpha \u2013 $26,990 Ride Away<\/p>\n <\/p>\n Delta \u2013 $19,990 Ride Away<\/p>\n <\/p>\n <\/p>\n SPECS<\/p>\n <\/p>\n MORE INFO?<\/p>\n https:\/\/savicmotorcycles.com<\/a><\/p>\n <\/p>\n Wanna configure your own?<\/p>\n <\/p>\n https:\/\/www.savicmotorcycles.com\/configurator<\/a><\/p>\n <\/p>\n Wanna buy one?<\/p>\n <\/p>\n![\"\"](\"http:\/\/bikeme.tv\/wp-content\/uploads\/2023\/02\/Savic-Motorcycles-2022-C-Series-Prototype-Carbon-Fibre-Front-angle-2.jpg\")
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\n Specifications<\/td>\n Alpha<\/strong><\/td>\n Delta<\/strong><\/td>\n<\/tr>\n \n Price*<\/td>\n From $26,990 Ride Away*<\/td>\n From $19,990 Ride Away*<\/td>\n<\/tr>\n \n Price Disclaimer<\/td>\n *Prices listed are Ride Away prices. Options are available at an additional cost. Ride Away price includes Registration, Duties and CTP insurance where applicable. Savic Motorcycles reserves the right to vary colours, specifications and pricing at any time. $100 Pre-Order Build Slot Purchases are fully refundable.<\/em><\/td>\n *Prices listed are Ride Away prices. Options are available at an additional cost. Ride Away price includes Registration, Duties and CTP insurance where applicable. Savic Motorcycles reserves the right to vary colours, specifications and pricing at any time. Pre-Order Build Slot Purchases are fully refundable.<\/em><\/td>\n<\/tr>\n \n Power<\/td>\n 60kW<\/td>\n 40kW<\/td>\n<\/tr>\n \n Torque<\/td>\n 200+ Nm<\/td>\n 140+ Nm<\/td>\n<\/tr>\n \n Performance (0-100km\/h)<\/td>\n 3.5 sec<\/td>\n 4.5 sec<\/td>\n<\/tr>\n \n Horsepower<\/td>\n 80 HP<\/td>\n 54 HP<\/td>\n<\/tr>\n \n Estimated Range**<\/td>\n 200 km+ combined city<\/td>\n 150 km+ combined city<\/td>\n<\/tr>\n \n Range Disclaimer<\/td>\n **Actual range achieved will vary according to factors such as terrain, weight of rider, riding conditions and riding style.<\/em><\/td>\n **Actual range achieved will vary according to factors such as terrain, weight of rider, riding conditions and riding style.<\/em><\/td>\n<\/tr>\n \n Weight<\/td>\n 280kg<\/td>\n 260kg<\/td>\n<\/tr>\n \n Estimated Charge Time
\nLevel 2 – 15 amp\/3.3kW<\/td>\n4.5hrs<\/td>\n 3.8 hrs<\/td>\n<\/tr>\n \n Estimated Charge Time
\nLevel 1 – 10amp\/240v<\/td>\n8+ hrs<\/td>\n 7+ hrs<\/td>\n<\/tr>\n \n Battery Capacity<\/td>\n 16.3 kWh<\/td>\n 13.4 kWh<\/td>\n<\/tr>\n \n Motor<\/td>\n SM1 3-Phase AC IPM<\/td>\n SM1 3-Phase AC IPM<\/td>\n<\/tr>\n \n Final Drive<\/td>\n Optibelt Delta Chain Synchronous Timing Belt, 8MDC, 8mm Pitch, 36mm Width<\/td>\n Optibelt Delta Chain Synchronous Timing Belt, 8MDC, 8mm Pitch, 36mm Width<\/td>\n<\/tr>\n \n Frame<\/td>\n Cast Backbone<\/td>\n Cast Backbone<\/td>\n<\/tr>\n \n Swingarm<\/td>\n Cast Single-Sided<\/td>\n Cast Single-Sided<\/td>\n<\/tr>\n \n Seating Configuration<\/td>\n Primary & Pillion<\/td>\n Primary & Pillion<\/td>\n<\/tr>\n \n Front\/Rear suspension<\/td>\n Telescopic forks \/ mono shock<\/td>\n Telescopic forks \/ mono shock<\/td>\n<\/tr>\n \n Front Brakes<\/td>\n Dual Brembo M4 Monoblock<\/td>\n Dual Brembo M4 Monoblock<\/td>\n<\/tr>\n \n Rear Brakes<\/td>\n Brembo Rear Calliper<\/td>\n Brembo Rear Calliper<\/td>\n<\/tr>\n \n Front Tyres<\/td>\n Pirelli Diablo Rosso III
\n120\/70ZR17M\/CTL (58W) DR3-F<\/td>\nPirelli Diablo Rosso III
\n120\/70ZR17M\/CTL (58W) DR3-F<\/td>\n<\/tr>\n\n Rear Tyres<\/td>\n Pirelli Diablo Rosso III
\n180\/55ZR17M\/CTL (73W) DR3-R<\/td>\nPirelli Diablo Rosso III
\n180\/55ZR17M\/CTL (73W) DR3-R<\/td>\n<\/tr>\n\n Lights<\/td>\n LED<\/td>\n LED<\/td>\n<\/tr>\n \n Screen<\/td>\n 7\u201d Capacitive Touchscreen<\/td>\n 7\u201d Capacitive Touchscreen<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n