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Evoke’s Urban Classic is made by the same company that build the iPhone



Chinese firm quietly announce new model for 2018, but we can expect a lot more and louder things to come.

Tucked away at the rear of one of the quietest halls of of the EICMA show in Milan were the Chinese electric motorcycle company Evoke.

Taking pride of place on their stand was the new Evoke Urban Classic – a new electric motorcycle for 2018 – that looks very similar to their current Urban S; albeit one with a new headlight design, better quality mirrors and a diamond-stitched, Tibetan leather seat, all of which hint at a slightly more upmarket feel.

There were also a few marks and scuffs on the body panels that perhaps hinted that the model being displayed was a hastily finished prototype.

Couple that with a 25 hp equivalent motor and a top speed of 81mph and you’d be forgiven for thinking that the Evoke Urban Classic isn’t exactly the bike to kick the electric motorcycling revolution into gear.

So why bother writing about it.

Well, if you were to dismiss the promise of Evoke Motorcycles as just ‘another Chinese company’ then you’d be wrong to do so…

Because the Evoke machines are built by Chinese manufacturing behemoth Foxconn. Yes, the same company responsible for making the Apple iPhone.

In a deal announced earlier this year, Evoke have already made their intentions known with a sub $10,000 pricing strategy – something that could only be done with the production and component support of Foxconn. And from shifting just 120 vehicles in 2016, the company expect to have sold around 2000 by the time 2017 closes.

Those that have been following the electric motorcycle industry closely will remember the early steps made by current leader Zero and the rise from the slightly questionable quality of their early machines, into to their current, excellently positioned line-up – all of which had to be done with relatively limited financial support and without the major investment a partnership like that with Foxconn brings.

The major barriers to electric motorcycling adoption currently would seem to be universally agreed upon to be cost and range.

With battery technology for vehicles advancing at a staggering pace, we can expect ever-increasing capacity as the months and years roll by. And with an aggressive pricing strategy supported by the might and cost efficiency of a company such as Foxconn, a large proportion of that range anxiety can be eased by reducing the cost to the consumer.

Evoke are betting big on the idea that customers will forgive a little lack of range or specification in exchange for an attractive and competitive price.

If the retail price of the Urban Classic can come in for under that magic $10,000 barrier, then it could be one to watch.



City, 35 km/h (22 mph) 200 km (124 miles)

Highway, 80 km/h (50 mph) 120 km (75 miles)



Max Torque 11.6 Nm (86 lbs/ft)

Max Power 19 kW/25hp

Top Speed 130 km/h (81 mph)

Acceleration, 0-100 km/h (0-60 mph) 6.0 seconds

Type Brushless DC Hub Motor



Power System

400 amp three-phase brushless motor controller with regenerative deceleration brake function

Charger type Intergrated

Charge Time (standard) 4 hours. 3 hours to 80%

Standard Capacity 7.8 kWh


Standard 110 V to 220 V (at 110 charging time 8 hours) L2 charging station & standard outlet support

Battery Life 200,000 km (125,000 miles)

Battery Type Ultra – high capacity lithium ion battery


Chassis, Suspension, Brakes

Maintenance-free “direct drive” (single gear), clutch-free operation

Front Suspension 42 mm inverted telescope forks

Rear Suspension Mono coilover shock

Front Brakes Dual 300 mm brake discs, 4 piston brake calipers

Rear Brakes 220 mm single disc, 2 piston brake calipers

Front Tire 110/70-17

Rear Tire 140/70-17

Front Wheel 17 inches

Rear Wheel 17 inches



Wheelbase 760 mm (29.92 inches)

Seat Height 760 mm (29.92 inches)

Rake 22.5 degrees

Ground Clearance 130 mm (5.11 inches)

Length 1840 mm (72.44 inches)

Width 780 mm(30.70 inches)

Carrying capacity 150 kg (93 miles)



Motorcycle Weight 185 kg (408 lbs)



Oceanic Blue Galaxy Gray


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Custom of the Week: Yamaha SR500 ‘Scrambler’ by Daniel Peter




SCRAMBLERS ARE A HOT TOPIC. Build one, and you’re sure to be judged solely by how well equipped it is for hardcore off-piste use.

But that’s not all that scramblers are about. Daniel Peter compares his latest build to his childhood BMX—and it’s pretty much how we feel about modern-day scramblers too.

“When I was four years old, my BMX bike became my life,” he explains. “It was so simple, yet so fun. Just wheels, pedals and brakes. I’d ride it to the beach, jump a few curbs along the way, race my friends. Those were the good days.”

“30 years later, I set out to build a motorcycle based on the same principles. There’s nothing on this bike that doesn’t need to be there. It has wheels, a punchy engine and great brakes. I didn’t even put a speedo on it, because I never looked at the one on my last bike.”

Daniel works as a photographer in Chicago, but wrenches during the winter to keep his passion for riding alive. He keeps a workshop in Chicago’s Logan Square neighborhood, outfitted with a tool cabinet, a welder, and a 1940s South Bend lathe.

This 1978-model Yamaha SR500 is the fourth Yamaha 500 he’s built to date. “It’s the most simple, yet the most thorough, of the bunch,” he says.

The motor’s been bumped to 540 cc, with a grocery list of go-fast bits that includes a lighter XT500 crank, a new piston from JE and a Megacycle cam for better torque down low.

R&D valve springs with titanium caps, a Powerdynamo ignition and a high-flow oil pump from Kedo round out the package.

Hoos Racing refreshed the crank and cut new valve seats for Daniel, but he tackled the rest of the rebuild himself. Every single bearing and seal was replaced along the way too. As for the carb, it’s been swapped out for a 39 mm Keihin FCR flatslide number, fed by a fat K&N filter.

The exhaust system is a combination of a custom made stainless steel header, and a Cone Engineering muffler.

The SR rolls on 17” supermoto wheels, borrowed from a KTM (front) and a Honda CRF450 (rear). They’re wrapped in Pirelli MT60 Corsa tread; a 120 up front, and a chunky 160 on the 5” rear rim. (“It juuust fits,” says Daniel.)

The brakes have been upgraded with a mix of Brembo and Beringer parts, with an RCS 14 radial master cylinder up front.

On top is an aluminum Yamaha XT500 fuel tank, wrapped in a paint scheme “inspired by an unforgettable riding trip through Baja.” Just behind it is a new saddle from MotoLanna, with a new kicked-up subframe loop.

It’s just about spring in Chicago, so Daniel must be itching to rack up the miles on his SR500. And we’re betting it’s going to be impossible to get him off it.

A version of this article first appeared on Bike Exif. It’s republished here with permission.

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Icon claim back the streets in their latest, epic video



Street’s Not Dead.

Regular readers will know that we eagerly await anything released from the US streetwear firm Icon Motorsports. So the moment that a video drops from the Portland firm we’re bound to pay attention.

That’s an interest piqued double when they post it alongside what is essentially a call to arms…

“Street’s not dead. If you think it went away, you’d be wrong. Street’s still here undermining pompous authority, rejecting standards, and bucking the status quo..”

And they’re not kidding either. With the Icon clad rider thrashing their Kawasaki ZX-10R through city streets, car parks and even a public fountain at one point, there’s a lot to take in.

Couple that with their usual loud, Icon style and you’ve certainly got a statement of intent.

(Don’t try this at home kids).



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