Ride Review: Verge TS Pro ‘Hubless’ Electric motorcycle

Is that back wheel missing some parts? Nope, the Verge motorcycles utilize a chainless, beltless, ... More shaftless drive system based around a large electric motor built into the back wheel itself.

Verge

OK, perhaps a wee bit of clarification is needed: No, the distinctive machines from electric motorcycle maker Verge[1] are not exactly powered by Homer Simpson's favorite snack food.

But technically, they are powered by a type of donut: a large round "hubless" electromagnetic motor that makes up the rear wheel and contributes to the Verge models' signature look (below). Appropriately--and with a much-needed wink at often overly pretentious names for "branded" technology--the motor is called... the Donut Motor.[2] And it's expected to show up on more motorcycles soon. More on that in a bit.

Four small arms hold the motor, which is mated to a carbon fiber rim to cut unsprung weight.

The ... More inside part of the hub does not rotate; the wheel and tire rotate around it.

William Roberson

Recently, while on assignment for another publication that took me to the Los Angeles area, I had the opportunity to ride a Euro-spec Verge TS Pro[3] on the relatively placid streets near Beverly Hills very early in the morning. Verge is still working to homologate its bikes for the U.S., with sales expected to start later this year through a still-expanding dealership network.

Verge states they are currently selling the bikes in Estonia, Finland, France, the UK, Germany, Italy, Spain, and Monaco. The company is based in Estonia, where the bikes are also made. The Verge team recently set a Guinness World Record for the farthest distance traveled on a single charge on an electric motorcycle using the TS Pro.

Although they didn't quite reach the 200-mile mark, they secured the record with enough charge remaining to surpass that distance. Take a look:

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Verge TS Pro Tech Overview

While smaller, lighter "city plus" urban-focused electric motos seem to be the current trend, the 245kg/540-pound Verge TS electric motorcycles are very much not a member of that category. The Verge machines[4] prioritize speed, power, and even more speed.

The bikes feature substantial battery packs: a 20.2 kWh battery in the £29,990 TS Pro model I was riding, or a larger 21.8 kWh pack in the £44,900 TS Ultra trim. Verge is also offering a glossy "seasonal" version of the Pro called the California Edition for a £1,000 premium. All that energy powers that unusual hubless 17-inch rear Donut Motor, which delivers 102 kW/137 horsepower and an incredible 1,000 Nm/737 pound-feet of torque when set to maximum output in Beast ride mode on the Pro and California.

On the Ultra, those numbers rise to 202 horsepower and a staggering 885 pound-feet of torque. Thankfully, the bikes are equipped with traction controls to prevent riders from losing control during hard acceleration, along with multiple riding modes. Range mode maximizes ride time, while Zen mode strikes a balance between the wilder Beast mode and the relatively docile Range setting.

A Custom setting allows riders to adjust the level of danger and finesse as desired. Verge claims a range of over 200 miles on a full charge in Range mode with what I suspect is a very well-behaved throttle hand while sticking to city streets. Vital statistics, including speed, are displayed on a small monochrome LCD located beneath the lip of the small bug screen atop the handlebars.

Since there's no need for gasoline, the Verge's vented "tank" houses the vital electrical and charging components, while a large touchscreen occupies the top section. Tapping an RFID card to the tank brings the machine to life. Verge has developed a robust UI and operating software called Starmatter, which features an "Advanced Machine Vision System" on the top-spec Ultra, but I did not ride that model.

With Starmatter, riders can poke around under the digital hood, so to speak, to adjust regenerative braking and several other metrics. A small button on the right bar pod activates the bikes from Parking mode, and another changes the ride mode. Dual 320mm Brembo disc brakes with ABS slow the 17-inch front wheel, while a huge, custom-design 380mm rim-mounted rear rotor is required out back due to the lack of a hub.

The giant rotor also gives the back of the bike even more of a sci-fi vibe in conjunction with three large-gauge cables feeding power to the rear motor. Suspension is adjustable both front and rear, with the Ultra featuring Ohlins equipment. Up front, dual LED projection headlights, positioned above and below an EU marker light, give the Verge a somewhat robotic countenance.

An LED taillight is neatly integrated out back, and my EU-spec bike had tiny, tiny but very bright LED turn signals that will be replaced with large, less attractive DOT-spec signals when the bikes arrive stateside. Also, the Euro-spec bikes feature handlebar-activated brakes front and rear, while the U.S. versions will have a standard-style foot pedal for the rear brake. As on most electric motorcycles, there is just one forward "gear" and no clutch or gearshift.

Verge tells me that they will add reverse capability in a future firmware update.

What's It Like To Ride The Verge TS Pro?

Yours truly on the streets of Los Angeles on the Verge TS Pro.

Verge

Tap an NFC card to a spot on the faux tank and the Verge TS Pro comes to life, but in Park mode for safety. A button next to the throttle arms the drivetrain, and after that, it's as simple as twist and go, like most electric motorcycle. Other controls and such are in the usual places and operate like normal although I missed the turn signal button and hit the nearby horn button for a few unwanted beeps.

I started out in Range mode, and even in this most conservative of ride modes, the Verge TS Pro is almost violently quick off the line. Verge claims a zero to 60 of 3.5 seconds in Beast Mode, but that figure doesn't feel too far off from the full-crank launch in Range Mode. Once underway, I expected the long, low Verge TS Pro to have the handling characteristics of a long, low cruiser, and indeed, the TS Pro even includes a second set of pegs (but no controls) in a more forward "cruiser" position for relaxed riding, along with the pegs amidships.

EU-spec machines like I rode have dual handbrakes (like a scooter), U.S. market versions will likely have a standard front brake and foot-controlled rear brake.

Despite the long wheelbase and wide rear tire, the TS Pro turns easily and tracks well. Weight is ... More apparent, however.

Verge

In the early morning light, myself and JJ from Verge[5] (formerly of Lucid Motors) rode along curving, twisting streets through Beverly Hills, and to my surprise, the Verge TS Pro had very neutral handling, with the steering falling in just a tiny bit at slower speeds, but far less than I anticipated seeing how the rear tire is a massive 240-section meat that looks like it was lifted off some big-inch V-Twin brawler.

But above walking speed, the TS Pro felt planted, stable and cornered with unexpected grace - and speed. And there is speed to spare. We scouted out a long stretch of straight, traffic-free roadway and once stopped, I dialed up Beast mode on the display, then girded for the launch.

The Verge did just that - launch - with a high-pitched howl from the rear motor as the TS Pro moved through 60 mph in a literal blink and kept on accelerating, a whine rising from the rear hub as the speedometer digits climbed ever higher. As the TS Pro closed in on triple digits, I spotted the familiar silhouette of a law enforcement SUV parked on the side of the road ahead, complete with light bar. I laid into the brakes which scrubbed off speed quickly but I had been far in excess of the speed limit.

Again, it was very early in the morning on a weekend with no moving traffic, but still, I was clearly on the wrong side of the law. However, as I went by, still on the brakes, I noticed it was a private "security" vehicle and unoccupied. Greatly relieved, we concluded acceleration testing and quickly headed back to base.

Observations

The Ultra Pro adds a bump-stop seat pad.

With nearly 900 pound-feet of torque, riders will need it.

Verge

As I noted earlier, I had been watching the development of the Verge machines from a distance, especially since they have essentially been Euro-only offerings until now. It was a great experience to get a bit of seat time on this unusual electric motorcycle - it certainly impresses, both in terms of its sci-fi style and bonkers performance capabilities. And to think I wasn't riding the top-spec Ultra version.

My own sportbike, the formidable Honda Super Blackbird, seems almost quaint in comparison to the TS Pro. When riders talk about "eyeball flattening acceleration," this is what they are referring to. Coupled with the quiet delivery of so much power, the Verge TS Pro has that undeniable "hand of God" feeling when you twist the throttle - even in Zen mode.

Time and space suddenly compress and what was down the road is now coming up fast. It's an amazing experience to ride. Verge is also looking beyond the motorcycles and is offering the Donut Motors to other makers[6] for motorcycles and other types of vehicles as well.

That said, the Verge machines still face the same issues as other full-size, full power electric motorcycles in the U.S. market; weight, battery storage capacity, recharging issues and a high price. Undoubtedly, the Verge machines are a premium offering with style and performance to match their price. And really, for the performance and exclusivity of the TS Pro, a tick under £30,000 seems fairly reasonable, especially considering many upper-end gas powered motorcycles easily clear that number.

But the Verge bikes, being all-electric, still must contend with charging times far longer than a gas stop and the still relative unavailability of public chargers in the U.S. compared to gas stations (and Euro infrastructure). We are still in the early-adopter years of electric motorcycles, but if buyers are looking for a standout electric bike with a strong sense of style and almost incomprehensible performance capabilities, the Verge TS Pro delivers.

CEO Interview: Tuomo Lehtimaki

As a bonus, I talked with Verge CEO Tuomo Lehtimaki about the issues around electric motorcycles, the development of the Verge machines, and Verge's business model. The interview has been lightly edited for brevity.

FORBES.COM: Considering the myriad and considerable financial challenges seen in the full-size electric motorcycle market, why undertake this endeavor? What is Verge doing differently from other leading electric motorcycle makers that will (hopefully) bring long-term success? Tuomo Lehtimaki: Our competitors are scaling up models that aren't financially sustainable.

They're selling bikes at a loss and hoping to fix the numbers later. We've done it the other way around: we focused first on building winning technology, then made sure it could be profitable. After that we started scaling the business.

Even in the early days, before the product even existed, we designed the business model: the main point was to have in-house development, in-house manufacturing, direct-to-consumer sales, and our own service network. That gives us enough control of the value chain to be competitive in the long run. Because of that vertical integration, we're in a position to grow sustainably, no matter what the market throws at us.

What are the advantages of the Donut motor tech over the current motor tech that is common in Zero models, LiveWire, etc.? When it comes to powertrains, the holy grail is simplicity: having just one moving part. There are no chains, no belts, no gears.

There's just one moving part. This brings many advantages:

• We can cool the rotor and stator without liquids, even on a 200 HP motorcycle.
• Because there's no belt or chain, we can achieve extremely precise and reliable motor control. That enables top-tier traction control: our bike knows the exact position of the rear wheel in real time.
• We have fewer components, which means less maintenance, and more efficiency.
• Our unique architecture gives us the freedom to design better electric motorcycles from the ground up.

  As an example, since the motor sits in the wheel instead of the body, we gain space for a bigger battery. That translates to more range and faster charging.

• And with no consumables like chains or belts, no fluids to replace, the bike is quieter, more sustainable, and easier to ride and maintain.

What are the main technical challenges in producing the donut motor? The biggest challenge has been that everything about the motor is new - not just the motor itself, but how it's manufactured.

We had to not only invent the motor, but also invent the production methods ourselves to make this work at scale. That's why we've built everything in-house: R&D, testing, validation, and manufacturing. Full vertical integration.

It lets us move fast, try things, learn quickly, and refine the product continuously. That speed and control has been both our biggest challenge and our biggest strength. Any time you put a "motor" in a wheel, it adds a lot of unsprung weight, which can negatively affect handling and punish suspension.

What is Verge doing to offset that issue? That's exactly the point we've worked to solve. Our goal was to prove you can integrate the entire powertrain into the wheel - and still deliver great handling.

After six years of development, we've brought that challenge down to a level we're happy with. We've been continuously reducing weight and can now offset the issues related to this kind of powertrain with premium suspension components. We've also developed the bike's dynamics and handling working closely together with our partners at Ohlins and Wilbers.

Every choice we've made - like having a carbon fiber rim - reflects how seriously we take performance and ride quality. Where did the idea or inspiration for the motor technology come from? From day one, we believed that fewer parts make for better technology.

The holy grail of powertrains is having just one moving part. And that's what we set out to build. Our first prototype showed that it was not only possible, but practical.

As we kept developing it, the more benefits we started seeing. That's when we realized we're not just building a motor for one motorcycle - we're building a drivetrain that can power anything from a scooter to a full-on race bike. What kind of service (if any) does the motor and the motorcycle require?

The motor doesn't need any servicing over its lifetime. With less moving parts and no oils or liquids the bike requires minimal maintenance. Is the U.S. certification timeline of Q4 still on schedule?

What will US pricing look like, especially considering possible tariffs? Yes, we're still on track to complete certification in Q4 this year. As for pricing: anyone who has placed a reservation in the past or places their order now will keep the current price.

And we are not planning to change prices unless tariffs shift significantly.

We're monitoring the situation carefully, but we're not rushing to make any changes.

Thank you for reading. Subscribing to Forbes.com allows you to leave comments and supports contributors like myself.

You can also follow me on Facebook and LinkedIn.[7][8][9]

References

1. ^ Verge (www.vergemotorcycles.com)
2. ^ the Donut Motor. (www.vergenext.com)
3. ^ Euro-spec Verge TS Pro (www.vergemotorcycles.com)
4. ^ Verge machines (www.vergemotorcycles.com)
5. ^ JJ from Verge (www.linkedin.com)
6. ^ offering the Donut Motors to other makers (www.vergenext.com)
7. ^ Subscribing to Forbes.com (account.forbes.com)
8. ^ Facebook (www.facebook.com)
9. ^ LinkedIn (www.linkedin.com)