Energica Ego+ RS
First unveiled in 2013, the Energica Ego was the first motorcycle of Energica. In the 2018, Energica was chosen by Dorna as the sole producer for the MotoE World Cup. The bike chosen for the championship was the Ego, which was developed the following year to create the Ego Corsa.
The Ego + RS represents the synthesis between performance and efficiency. It has a maximum power of 126 kW (171 hp) and a 21,5 kWh battery that offers a range of up to 420 km in an urban cycle. It can also be fully recharged in an hour using a Mode 4 fast charge DC power supply.
Since its foundation in 2014, Energica Motor Company has sought to combine cutting-edge engineering and design to establish itself globally in the top motorcycle segment.
Based in Modena, in the Italian Motor Valley, the company was born of the global manufacturing services CRP Group, specializing in additive manufacturing and precision machining for motorsport and other sectors. This gave Energica access to experience in materials science and racing technology, both of which have been embedded in the many motorcycle models of Energica.
Energica began selling its first model, the Ego, in late 2014, and the first Energica Eva was completed and sold in 2015 while the first Ribelle version was released in 2019. The Ego + RS version is available on the market from 2021.
Energica had been inspired to develop a new version of its commercial Ego model that could take full advantage of the energy and power of the company's latest battery pack, which had been created and tested in motorcycles. Energica Ego Corsa used for the MotoE World Cup 2019.
This was followed by a new important technical upgrade in 2021, that of the EMCE synchronous reluctance motor, more performing and lighter than the previous model, combined with a new and more efficient inverter. The previous permanent magnet motor guaranteed a peak efficiency of 95%, which, combined with that of the inverter (92%), brought the system's overall efficiency to 87%. The new EMCE motor features 97% peak efficiency as well as having a wider high efficiency operating range. In addition, the efficiency of the new inverter is 97%, thus bringing the overall efficiency to 94%, seven percentage points more than the previous propulsion system.
The reluctance motor (SynRM and PMSynRM)
Starting the analysis from the front, the battery pack is installed just behind the front wheel, from the bottom of the bike to about half the height of a standard tank. The VCU is mounted above the battery housing, with the motor inverter installed above the VCU. Behind the battery pack, the engine is centrally mounted within the bike frame. The resulting handling and position of the centre of gravity are in line with those of similar petrol motorcycles.
The battery pack and motor are bolted together, with the frame enclosing them both but allowing for easy battery removal.
The total weight of the 21,5 kWh battery - including all cells, casing, battery management system (BMS), and so on - is just under 100 kg. The energy density is approximately 225-230 Wh / kg at the nominal voltage of 300V. Energica buys the cells externally and then builds the modules and battery packs according to the projects developed internally.
Battery cooling is by air (the air flow cools the battery casing through fins). The front water radiator is used to cool the inverter, through a plate exchanger, and the motor stator. The rotor, on the other hand, is air-cooled: fans mounted at the two ends of the motor shaft convey the hot air inside the motor towards the side covers and from here the heat is dissipated into the external environment.
Energica has also created its own BMS - in terms of electronics and algorithms - to optimize voltage output and current draw based on temperature, state of charge (SoC) and other key factors while also prioritizing long-term performance goals such as energy efficiency and battery life.
The VCU controls almost all the key functions of the bike, including the ride-by-wire system, traction control and cruise control, all calculated according to the Energica. The VCU also manages the four riding modes (Urban, Eco, Rain and Sport, which differ in power and torque), the four regenerative braking modes (High, Medium, Low and Off) and the rear-wheel anti-lock.
The first models of the Ego were equipped with a 107kW permanent magnet motor, replaced in 2021 by the new EMCE synchronous reluctance motor, more efficient and 10 kg lighter.
In the following table you can find all the features of the Ego + RS.
Energica Ego + RS - Performance and Specifications
Maximum speed (limited): 240km/h
Maximum power: 171CV (126kW) at 8500 rpm
Continuous power: 149CV (110kW) at 8500 rpm
Maximum torque: 215Nm
Acceleration (0-100km/h): 2.6sec.
Runtime: Urban 420 km - Mixed 246 km - Extra urban 198 km
Motor: EMCE synchronous reluctance assisted by permanent magnets
Battery: lithium ion
Battery capacity: 21.5kWh
Transmission: direct without friction
Cooling: battery by air, inverter by water
Chassis: steel trellis
Final transmission: chain
Charging time: 1h with Fast Charge DCFC Mode 4
Charger: integrated by 3kW
Front suspension: 43 mm Marzocchi fork
Rear suspension: Bitubo shock absorber with external reservoir
Front brakes: Brembo with double 330mm discs and double radial calipers
Rear brakes: Brembo with single 240mm disc
Front tire: 120/70-17
Rear tire: 180/55-17
Prices and further information are available on the website of Energica Motor Company (www.energicamotor. com)
The electric motorcycles born for the street
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