I got a rare look behind the scenes at Ananda’s e-bike systems factory in China
I recently took a trip to China in order to see for myself how many of the e-bike drive systems and components we use daily in the West were originally designed and produced. And no journey to view the origins of the most popular e-bike components would be complete without a visit to Ananda, one of the largest and most advanced OEMs in the industry.
I was able to visit the company’s R&D headquarters in Shanghai as well as one of their factory locations in Wuxi, giving me a close look at the design process and how those designs get manufactured into real e-bike systems.
After starting operations in 2001, Ananda has focused purely on micromobility systems since 2011. They’ve long built many types of hub motors for e-bikes and scooters, but expanded into their own mid-drive electric bike motors in 2017. And the company’s scale has grown massively ever since.
You might not have heard of the company yet, largely because they rarely advertise which major e-bike brands use their motors, controllers, and other components. But to put things in perspective, they produced around 6.5 million electric motors last year. Most of their products are built for the massive domestic market, but around 600,000 were exported to Europe and North America, where they made their way onto e-bikes we know and love. Many of the biggest brands use their systems. There’s a good chance you’ve got an Ananda motor, controller, or other hardware in your garage right now and just don’t realize it.
The company is constantly growing and a new Vietnamese factory is currently in the works, but because the North American and European markets are booming for Ananda, the company is currently working on setting up a new European factory. Ananda also recently opened up its first North American service center in Los Angeles and is expanding its local US-based team.
Ananda is responsible for designing and producing just about every component used in an electric bicycle other than the batteries and BMS. However, they work with several battery manufacturers and provide testing to certify compatibility with their extensive drive system lineup.
Their core competency is in research and development, followed by production implementation. While some companies merely design components produced elsewhere and others operate factories to manufacture third-party designs, Ananda does it all in-house, focusing on a wide range of systems ranging from entry-level to premium components.
And while Ananda started as mainly a component maker, offering their own motors and controllers, they’ve since evolved into an entire system integrator. Now they supply many e-bike brands with an entire e-bike system, minus the battery.
That all-encompassing approach has necessitated a huge footprint, with the company touting over 1,000 employees and over 200 automated machines, 70 of which are just for automated coil winding.
Ananda is also one of the most mature mid-drive motor makers in the Chinese market, now developing several higher-power models for the North American market. And with an obvious understanding of what Americans want, they explained to me that all North American motors they develop are compatible with throttles. Talk about knowing your audience!
Touring Ananda’s R&D facility in Shanghai
My tour at Ananda started in the R&D center. There, the company has a team of engineers and designers working on every component of e-bike drive systems.
A major piece of that design and development process is ensuring that each component can withstand the rigors of daily use in the harsh environments that e-bikes and e-scooters experience everyday.
I walked through rows of machines operating every type of torture test you can imagine. I saw motors being heat-shocked with high and low temperatures. I saw tanks with motors undergoing humidity testing, alternating between humid and arid conditions. Rain machines were running to keep a constant spray of water on the components. Each machine looked like a progressively worse type of condition that I’d definitely avoid putting my own e-bike through.
There were robotic button pushers who simply pushed buttons on handlebar displays tens of thousands of times. Motors were shock-loaded to simulate sudden stops and hard braking during operation; Imagine a broomstick in the spokes situation that instantly grinds the motor to a halt.
Dozens of dynamometers were set up for long-term testing, performing months of testing on constantly running motors.
Entire e-bikes were installed in full-scale testing machines to simulate long-term testing of complete systems over tens of thousands of miles.
In other parts of the R&D center, banks of 3D printers whirred away, producing prototypes that may become entirely new drive systems. One such system currently in the works is an e-bike hub motor that includes a three-speed transmission inside the hub. It will essentially become the marriage of a hub motor and an internally geared hub, offering the best of both technologies.
Across the hall, old-school technology in the machine shop contrasts with the high-tech machines, offering no-less-critical machining capabilities for fabricating and modifying new designs.
Teams of bike mechanics install test systems on mule bikes while test riders put them through miles and miles of real-world riding verification.
I even got to have a go myself, donning a company helmet and testing out several of the new motors and drive systems that Ananda has produced. I tried an M100 mid-drive motor that felt like a perfect balance of power and comfort, as well as a more powerful 750W M6100 mid-drive motor that was a lot of fun but, frankly, probably more power than I truly needed most of the time. That model is destined for the US market and is likely to be popular among riders seeking powerful performance.
I even tested a moped-style hub motor system complete with cast wheels that I was sure included a torque sensor in the drive system due to how responsive the pedal assist was. Only afterward did I learn it was actually just a really nicely designed cadence sensor that they had managed to remove almost all the pedal lag from.
After testing the e-bikes, they showed me their new diagnostic tools, which include software designed to easily diagnose issues that could arise over a lifetime of use. Instead of having an unclear error, shops or companies can simply use the software to run checks on the bikes and find out exactly what could be causing a specific issue.
Ananda’s manufacturing facility in Wuxi
The second half of the day was spent at one of Ananda’s factories, where I saw their manufacturing firsthand.
The first step is the inspection and analysis of components from Ananda’s suppliers. Workers inspect these components down to the micron level, ensuring everything is manufactured to spec. Even a small deviation in a motor shell, for example, could result in extra motor noise and increased wear.
That level of precision inspection is what separates the truly high-quality manufacturers who understand the level of accuracy necessary for consistently performing and reliable products.
From there, we moved to the factory floor, where motors are manufactured. The first step is the winding of the motor cores, which involves spools of copper wire being intricately wound around the motor’s stators.
If you’ve ever seen the way electric motors were built in years past, and honestly still in some places, you’ve probably seen videos of women hunched over tables using their delicate fingers for hand-winding motors. But Ananda’s over 70 automated motor winding machines make that a thing of the past.
Now, motor cores are not only wound without human labor, but they’re also done so much more accurately and uniformly. The beauty of robots is that they never make mistakes or get tired and sloppy; they just wind up every single motor the exact same way each time.
Those wound motor cores are then inspected before heading on to the next step of assembly into motor casings. The assembly process is a combination of manual and automated tasks. High-precision jobs, such as placing the gears and building the internal transmissions, are done using robotic assembly machines.
These sub-assemblies are then passed onto the rest of the assembly line, where they are joined by hand with the motor cases. A laser engraver serializes each motor shell along the way, and then it heads to sound testing to ensure it powers up and operates as quietly as it should.
Some motors are assembled using automated machinery, ensuring precision placement of the motor gears and components.
Each finished motor is scanned into the database and then packaged up for shipment to an OEM that will build it into an e-bike, e-scooter, or e-moped. Years ago, e-bike motors were always shipped in foam packaging for protection. But Ananda has switched to much more environmentally responsible paperboard packaging, offering equal protection without using such harmful materials that are not able to biodegrade.
Interestingly, in another part of the factory, I saw many of the same torture testing machines that I had first seen in the R&D center back in Shanghai. As I quickly understood though, this was all part of the quality control process. The same way new designs get torture tested during development in Shanghai, the factory does the same extensive testing as part of spot inspections for each batch of components produced. The motors undergo similar loading and accelerated lifespan testing to ensure they are all performing as intended, and that there aren’t any deviations from one production batch to another.
The next stop was to see how controllers were made, and that involved getting suited up and heading into the company’s clean room facility. There, automated pick and place machines built up circuit boards that then passed through various soldering machines to produce the circuit boards. The process and outputs are all monitored using high-precision 3D optical imaging, allowing the workers to inspect each solder joint from many angles and ensure all the components are properly soldered to the board. Many of these components are too small to inspect with the naked eye, and so this type of imaging and analysis allows the company to ensure every tiny little leg and every minuscule drop of solder is not only correctly placed, but also properly soldered so it doesn’t shake loose 10,000 miles from now.
Next, conformal coating is applied to electronics, creating a waterproof barrier that prevents water vapor from corroding the metals and circuits.
Each of these steps is a small but critical part of the manufacturing process, ensuring that the components produced in Ananda’s factories perform their required functions not just at the start of a product’s life, but also for many years to come.
Rooftop solar array
The last stop of the tour was something I was surprised to see. Before I left the factory, I was led up to the roof where a large solar array gathered much of the energy used by the factory.
While it doesn’t cover 100% of the company’s energy usage, it does offset a large portion and helps to further promote the same message that the electric vehicles using Ananda’s components share: that how we generate and use energy has a major impact on our environment.
These types of steps go a long way to reducing our own harmful effects on the planet. Humans will always need to travel around their cities, and using two-wheeled electric vehicles is one of the most energy-efficient ways to do it. If companies can offset as much of the emissions generated from producing those vehicles, then all the better.
The takeaway
I’ve known of Ananda’s electric motors for years, and in fact built some of my first e-bikes with their motors over a decade ago. But I had no idea how large Ananda had grown and just how much of the entire e-bike system they now produce.
Far from just another e-bike motor manufacturer, Ananda is truly an entire system integrator. Producing everything from displays to controllers and every type of motor you can think of, Ananda has positioned itself as a leader in the micromobility space.
You don’t make 10 million motors a year and several million more controllers and other components without learning a thing or two about how important the quality and precision of those manufacturing processes truly are.
The company has obviously taken all of that learning to heart, developing a high-tech and highly automated design and manufacturing system that has grown into a massive operation.
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The 2025 Can-Am Origin electric motorcycle is the pinnacle of fun, just as long as your good time can fit into 69 miles of riding between charges. What it lacks in long-distance range, it makes up for in versatility, rugged style, and instant torque that’s ready for the road and trail. Each twist of the throttle delivers immediate electric propulsion. Its futuristic design and stealthy motor hum make the Origin a dual-sport machine pulled from tomorrow that wonderfully celebrates Can-Am’s two-wheeled heritage of decades past. I also spent some time on the road with the more approachable Can-Am Pulse, a standard street bike with a slight range advantage.
Can-Am style and comfort through technology
The Can-Am Origin is unlike any electric motorbike that has entered my garage. Its tall stance, 21-inch front and 18-inch rear wheels, and high ground clearance practically beg to be taken off your routine street routes. Can-Am simultaneously delivers an infotainment system on a dual-sport bike that, respectfully, makes much more expensive electric motorcycles look like tech dinosaurs in comparison.
The Origin’s dashboard has specs that every electric motorcycle company should copy. Equipping this system to an electric dual-sport feels like a total luxury. The Origin features a giant 10.25-inch color touchscreen with BRP Connect and a clean user interface that automatically switches between light and dark mode and adjusts brightness. In addition to a digital speedometer, you can quickly switch between ride modes, view battery status, check estimated range, and more.
Ride modes include Normal, Sport, Rain, Eco, two different Off-Road modes. You can toggle traction control and fine-tune front and rear regenerative braking independently, each with Off, Mid, and Max settings. Controls are accessible via the touchscreen when parked or through handlebar-mounted thumb controls while riding.
The UI adapts to show either large gauges or a split between speedometer and infotainment applets. Bluetooth connects the bike and your phone, and Can-Am has included built-in wifi for over-the-air software updates. These are the kinds of features you’d expect on a premium electric motorcycle in 2025, but they’re not guaranteed.
For iPhone users, there’s Apple CarPlay integration. Two caveats: first, the system uses USB-A instead of USB-C, so newer iPhones will require an adapter or a USB-A to USB-C cable that supports data, not just charging. Second, it only supports wired CarPlay, not wireless, despite the bike having both wifi and Bluetooth radios onboard.
Those two complaints aside, the CarPlay integration is next-level. The touchscreen is responsive when parked, and everything remains fully controllable through the handlebar controls while riding. Access to apps like Maps, Music, Messages, and Phone while on the move is a real convenience. There are also motorcycle- and EV-specific apps with CarPlay are right at home on the Can-Am system.
There are no built-in speakers, so Can-Am relies on Bluetooth audio outputs. The setup is clever, supporting two output channels: one for the rider and one for the passenger helmet comms systems. I experimented by tossing a Bluetooth speaker onto the handlebars and was surprised to find it worked well in sub 50 mph environments as an open-air audio solution.
My only real hardware gripe on a bike that otherwise outshines much of its competition is the lack of self-canceling turn signals. Not every bike has them, but every bike that lacks them is missing out. There’s nothing less cool than riding around with your blinker still flashing. Fortunately, the dash clearly displays active signals. Still, I initially thought the right indicator light on the dash wasn’t working until I realized a single cable runs directly in front of it from my seated position. It’s a small, oddly specific problem that may be specific to my loaner bike, but I can’t quite position the cable differently.
Overall, I give the look and tech a 9.75 out of 10 for delivering both style and features that I actually want and use.
How the Origin feels to ride
At 5’10” with a 30-inch inseam, I find the Origin’s seat height tall yet correct for a dual-sport bike. Throwing a leg over feels a bit like saddling up on a horse, and once I’m on, it’s immediately comfortable. I can straddle the bike confidently, with my left foot planted on the ground and the other hovering around the rear brake. Any taller, and it might feel like a stretch; any shorter, and the ride position wouldn’t feel as commanding. The elevated stance provides a clear, confident view of the road or trail ahead, and the headlight system works adequately. It sets the Origin apart from the lower, more compact feel of traditional street bikes.
With this bike, Can-Am delivers an awesome mix of rugged reality and futuristic aesthetic. The Origin’s angular black-and-white bodywork and tall riding position regularly invokes the feeling of a stormtrooper hovering through the moon forest of Endor on a speeder bike. That particular vibe is especially strong at speed, where the elevated stance and electric torque make it feel like you’re gliding just above the terrain. At lower speeds, the illusion shifts. The stealthy motor hum fades behind the subtle roll of tires on pavement, creating a sensation much like quietly cruising up on a skateboard. It’s stealthy, smooth, and serene.
In terms of performance, the Origin tops out at 79 mph for me, providing plenty of speed for highway rides. Can-Am rates the 0-60 mph acceleration at 4.3 seconds, but frankly this bike feels like it might toss you overboard if you push it that quickly. Can-Am estimates range of up to 90 city miles and 71 mixed environment miles. On one test ride, I ran the battery from 100 percent to 1 percent over the course of 2.3 hours, covering 58.7 miles at an average speed of 24 mph, according to the bike stats.
According to my stats, it was many more hours of fun in the sun with a break for lunch at the park by the water in between riding sessions. That ride was done entirely in Sport mode with regenerative braking turned off, and it returned an average energy consumption of 9 miles per kilowatt-hour. It’s a solid showing for an electric dual-sport, especially considering the aggressive mode and lack of regen for the most reactive and relaxed ride.
Sometimes I love the feel of regenerative braking on electric cars and motorcycles. It can add to the feeling of responsiveness. I found regen on this bike to feel a bit more tight and underpowered for my liking, but it’s there as an option for extending range. With regen turned off entirely, the Origin felt significantly more loose and natural to ride. On the Origin I consistently opted to leave both front and rear regen off. We’ll see how the Pulse feels when I test that model next.
I must have logged over 500 miles across four weeks with the Origin. The lasting impression is that when you gain muscle memory for how the bike responds to throttle spin and body movement, riding the Can-Am Origin feels like playing an amplified electric guitar. Every incremental finger and palm positioning has a result, and when you find your rhythm, suddenly you’re creating music.
The other piece of the Can-Am Origin experience that I didn’t anticipate is the conversational aspect. Electric vehicles are still novel to many, and electric motorcycles are an absolute enigma to most. “Can it get wet?” is still the classic question that many ask. But from day one to day 28 of test riding the Can-Am Origin, it was the brand itself that got people asking me about the bike.
My takeaway is that people have a real affinity for the Can-Am brand as well as a nostalgia for the days of two-wheeled Can-Am motorbikes. When they learn that Can-Am is back on two wheels in the form of a bad-ass looking electric dual-sport motorcycle, people react like they just met a the much younger version of a celebrity in their home town. It’s a fun thing to experience.
Can-Am has earned its place as an electric motorcycle brand to consider
The Can-Am Origin is an incredibly thoughtful and fun take on what an electric dual-sport can be. It pairs rugged styling with a high-tech, feature-rich interface, offers plenty of real-world performance, and never stops turning heads while doing it without trying. From its futuristic design and surprisingly refined touchscreen to the tall, confident riding position and intuitive handling, the Origin is a complete package, so long as your expectations around electric motorcycle range are in check.
Priced starting at $14,999, the Origin slots in competitively against other premium electric motorcycles, though it leans more toward adventure and off-road versatility than urban street performance. It doesn’t quite reach the power or fast-charging capability of more premium priced machines, yet it undercuts in price and adds very useful touches like Apple CarPlay, OTA updates, and dual regen tuning.
If money were no object, I’d gladly keep one in the garage. It’s just flat-out fun to ride. From quick errands and joyrides to weekend backroad escapes, the Origin is a thrill machine that leaves you smiling between rides. Can-Am has a huge selection of first-party accessories to customize your bike as well. This configuration above makes me drool.
Range will be the limiter on machines like this for a while, and while around 70 miles between charges is enough for plenty of use cases, it still has to be a part of the conversation when talking recommendations. But here’s the thing: despite that limitation, electric motorcycles are a ton of fun right now. And if you’ve got either a high pain tolerance for early adoption or healthy access to good charging infrastructure, you can absolutely push them further.
The Origin is compatible with both Level 1 (standard wall outlet) and Level 2 (240V) charging, but not Level 3 DC fast charging. Can-Am rates Level 2 charging at 0 to 80% in 1.5 hours and 0 to 100% in 3.5 hours. In practice, that translates to plugging in and waiting a few hours between fun sessions. For some riders, that’s no big deal, especially if spending time at your destination is part of the trip.
I certainly don’t live along the great electric freeway of California, but my coastal stretch of highway in South Mississippi is populated with electric charging stops.
In my testing, I used the Can-Am Origin for a roundtrip airport commute from home in Ocean Springs, MS to Gulfport, MS, and back. The airport was outside of the travel-there-and-back-without-charging range, but free charging infrastructure at the airport parking garage made it no problem. I rode there, parked, charged during my trip, and returned from the other side of the country to a full battery. So yes, it’s capable of handling local duties. But if long range is central to your riding lifestyle, it’s something to plan around. I think lower speeds and paid charging solutions along the way would allow me to reach New Orleans and return home, but I haven’t set out on that path with this bike.
The Origin isn’t perfect, but it’s arguably best in its category, well-executed, and just damn cool to experience. Can-Am absolutely executed on creating a great electric motorcycle experience despite not being solely focused on EVs or two-wheeled machines.
Can-Am Pulse experience
After 600+ miles on the Can-Am Origin, I had the chance to put some miles on a 2025 Can-Am Pulse electric motorcycle. My key takeaways? Both are excellent electric motorcycles with equally great CarPlay integration. The Pulse is more approachable with a low riding position and slightly more range. The larger storage capacity is also appreciated compared to the somewhat tight space on the Origin.
If I were choosing which to purchase without extensive riding experience, the Can-Am Pulse is absolutely the bike I would gravitate toward. It’s just a great standard street bike with awesome technology at a competitive price.
Above is a look at the redesigned CarPlay experience coming in September 2025 to iPhone in iOS 26, as seen on the Can-Am Pulse display. The new design flexibility makes CarPlay look more at home next to Can-Am’s UI that always appears on a third of the display. Since Can-Am supports CarPlay, the infotainment system will receive free upgrades as Apple enhances the iPhone-powered feature.
Can-Am also supports free over-the-air software updates to the bike itself. Updates are downloaded over wifi and installed using the built-in system on the bike. No visits to the dealership or firmware updates over USB drives required.
Here’s how both bikes compare on paper:
| Feature | Can‑Am Origin | Can‑Am Pulse |
|---|---|---|
| Starting MSRP | $14,499 | $13,999 |
| 0–60 mph | 4.3 sec | 3.8 sec |
| City range | 90 miles | 100 miles |
| Combined range (WMTC) | 71 miles | 80 miles |
| Charging (20→80 %) | 50 min (Level 2) | 50 min (Level 2) |
| Peak power | 47 hp (35 kW) | 47 hp (35 kW) |
| Continuous power | 27 hp (20 kW) | 27 hp (20 kW) |
| Torque | 53 lb‑ft (72 Nm) | 53 lb‑ft (72 Nm) |
| Dry weight | 412 lb (187 kg) | 390 lb (177 kg) |
| Seat height | 34 in (865 mm) | 30.86 in (784 mm) |
| Suspension travel | Front/rear 10 in (255 mm) | Front/rear 5.5 in (140 mm) |
| Drive modes | 6 modes (Normal, ECO, Rain, Sport, Off‑Road, Off‑Road+) | 4 modes (Normal, ECO, Rain, Sport+) |
Find more about Can-Am Origin and Pulse electric motorcycles here.
Electrek’s Take
I still think the Can-Am Pulse is the easier recommendation for most people, and you can kit it out as much as the Origin. Yet after around a month with each bike, I can’t help but think more about the Pulse. Can-Am really built a fun machine with that bike, especially with its commanding riding position and rugged style.
I would love to see a version with Level 3 charging speeds and greater range to expand the road trip potential, but both machines are super if your commute or leisure route works with the specs.
For now, Can-Am has delivered more than any other electric motorcycle maker when it comes to a giant display with CarPlay integration, attention-grabbing style, and options for two different riding preferences.
Want to learn more about the world of electric motorcycles and other two-wheeled EVs? Catch up on expert Micah Toll’s constant coverage, and subscribe to Electrek’s Wheel-E podcast for weekly updates.
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There’s something about the joy of playing around with Tonka trucks in a sandbox that men really never grow out of. Sure, we grow up, get real jobs, and most of us never take the toys back out of the dusty, long-forgotten box. But the desire is still there. And if you gave just about any former boy and reluctant adult the option, I’d be dollars to donuts they’d gladly play around with the life-sized version of their childhood construction toys in a heartbeat.
If that sounds like fun, then I’ve got good news for you. I just found the coolest grown-up toy construction vehicle and it’s unlike anything you’ve seen before. I’d argue that it slots in nicely as a perfect example of some of the coolest and weirdest things you can find from China’s endless supply of innovative EVs. So, for your viewing pleasure, I submit this week’s Awesomely Weird Alibaba Electric Vehicle of the Week: the Octo-dumper!
I really don’t know how to describe this vehicle. I’ve been at a loss for words before in this column, but at least there’s usually a general class of vehicle that these things fit into.
In this case, I’m hesitant to call it a dump truck – partly because it appears to be all dump and no truck.
It’s remote-controlled, so you could call it an RC vehicle, but the fact that I’ve seen cars smaller than this rig makes me hesitant to lump it in with the remote-controlled toys.
Then there’s the 8×8 setup here. The last time I saw an eight-wheeled vehicle like this was, ironically, it was a mobile crane that was unloading one of my containers full of fun Alibaba construction equipment. Wow, I didn’t expect to come full circle there so quickly.
But despite being unable to quite classify this dumper, I still love everything about it, and I kind of want one.
Measuring around six feet long (197 cm), it seems capable of carrying a fairly large load. They rate it for 2,200 lb (1,000 kg) of cargo, and it looks every bit ready for it.
The top speed of 9 mph (15 km/h) might not hold up when fully laden, but this isn’t exactly a vehicle built for speed. Or comfort, for that matter. It’s built for by-god gettin’ stuff done! And with a claimed 5.4 kWh of battery capacity, it’s going to be quietly hauling your junk around for a good long time before it needs a recharge.
The cargo bed appears to have the classic pickup truck tailgate in the rear, though it also adds a pair of side gates like an old Corvair 95 Rampside pickup, except that the side gates run the full length. Finally, the front also has a tailgate–err, frontgate? Basically, it’s gates all around to turn this thing into a rolling flatbed capable of carrying just about any oversized junk you can think of!
Just don’t start tipping it up while you’ve got all those gates down or you might lose your load. That’s right, don’t forget that this is also a dumper! Not just a transporter around a job site, you can unload your dirt, mulch, gravel, friends, or whatever you carry in here with the push of a button.
Now I’m not exactly sure what I’d do with one of these if I owned one, but I’m sure I could find plenty of uses. You never realize what you can do with an octo-dumper until you own one, and then it’s suddenly like, “How did I ever manage without this thing!?”
Now it will set you back more than a Tonka truck. But I’d argue that the sticker price of $2,482 is a small price to pay in order to have the coolest vehicle in the neighborhood! Just try not to think yet about the thousands and thousands of dollars in fees, import charges, shipping, and other expenses of actually receiving one of these in the West. Instead, think of the fun hayrides you could give the neighborhood kids, at least assuming their parents signed the extensive liability waiver that this thing would probably require.
Speaking of liability though, before any of you get the bright idea to try one of these, please be warned that I’m telling you that’s a bad idea. As I always try to remind my readers during these fun tongue-in-cheek Alibaba articles: don’t actually try to buy one of these things. Seriously. These wild-looking Chinese EVs may be fun to look at, but this is just a lighthearted weekend column where I dig through Alibaba’s bizarre and fascinating collection of electric vehicles. While I’ve had a few successful (and fun) purchases from the site, I’ve also been burned more than once – so it’s definitely not for the faint of heart or anyone on a tight budget.
That’s not to say some brave (or stubborn) readers haven’t taken the plunge anyway, ignoring my caution and venturing into the unknown. But please don’t be the one who gambles and ends up with empty hands and a lighter wallet. Consider this your official heads-up – I’ve warned you!
For now, let’s enjoy how awesome it is that something like this octo-dumper exists, and leave it at that. Until next time, and until the next weird Alibaba EV, this is Micah signing off.
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Italian electric motorcycle manufacturer Energica has just been handed a lifeline. Previously owned by US company Ideanomics, the famed motorcycle brand entered insolvency late last year after a period of financial duress prevented it from making payroll and continuing production.
Now, a new group of investors from Singapore has stepped in to take over.
The news was shared on Energica’s YouTube channel, and the company confirmed on LinkedIn that “The judicial process undergoing the sale of Energica has received an offer with a significant deposit from investors based in Singapore.” Energica says that the investors, who so far remain unnamed, “are enthusiasts that believe in, and share the common values of Energica.”
While it’s not certain how the buyout and revival will unfold, it appears that Energica is planning on getting the band back together. “If the process comes through successfully,” the company explained, “the same team behind Energica will be entrusted to run the operations, and we will continue creating cutting-edge technologies for our customers.”
With many of Energica’s impressive electric motorcycles already in circulation from years of sales leading up to the 2024 bankruptcy, the company seems focused on starting by supporting those riders. ” Our first order of business is to support the customers and community. The judicial process will be completed in 60 days, and we will continue to share updates during the time.”
Energica rose to fame by building high-performance electric motorcycles in Modena, Italy, and was one of the early pioneers in the premium electric two-wheeler space. Its lineup includes models like the Experia electric touring bike and the Ego sportbike. The company previously supplied race bikes for the MotoE World Cup until Ducati took over the role in 2023.
After being acquired by US-based Ideanomics in 2021, Energica initially benefited from an injection of capital that helped expand production and dealer networks. But Ideanomics itself has faced serious financial trouble, becoming unable to invest in the future of Energica.
Energica’s future prospects seemed dim at the time of its insolvency in 2024, but the uncertainty appears to be clearing with the hope that new owners can breathe fresh life into the company.
Even so, Energica’s core competency is building the fastest, most powerful, and longest range production electric motorcycles the world has ever seen, and that’s not exactly an inexpensive enterprise. Combined with current market trends that favor smaller, lighter, and less expensive commuter-spec electric motorcycles, it begs the question of whether or not a newly revived Energica will find a receptive market, or whether the company will be forced to expand the scope of its products to match better the type of electric motorcycles that are selling today.
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