Pardon the pun, but things have gone a bit quiet on the electric bike scene over the last year or so, although that doesn’t mean they don’t make sense for short journeys. Chinese brand Vmoto has been a leader in the learner-legal, 125cc equivalent category for a good few years now, representing around one in three of all electric motorcycles registered in the UK last year, and they’re going upmarket with their latest product – the distinctively styled (and named) Stash.
We’ve reviewed a Vmoto product at Insidebikes before. We tried the Super Soco TC Max around four years ago and were impressed. The Super Soco is a humble little electric commuter that’s well priced and sort of just does what it says on the tin, it makes sense around town but can be a little limited on performance and range. The Stash is a decent step up from the TC Max, all in terms of looks, performance and price, but remains learner legal (meaning you can riding on L plates after completing the CBT). At £5995, it’s a good bit pricier than even the highest specced 125cc petrol powered bikes, but with the promise of low running costs it could well work out a practical option for some.
At first glance it’s a cool looking thing. Where some electrics (and I’ll include the Super Soco in this) can feel a bit like appliances, the Stash looks like a proper sporty motorcycle. The proportions look in line with a premium 125cc petrol machine and the components are of a much higher quality than Vmoto’s more budget offerings, witness the nice big TFT dashboard and quality Pirelli tyres.
I like the styling. Electric motorcycles are supposed to be the future, right, and the Stash is futuristic in its lines. The headlight has a bit of KTM Duke about it and I find it well proportioned and definitely looking like a proper (dare I say premium) motorcycle. It’s less of a surprise when you hear that famed motorcycle stylist Adrian Morton, a man whose portfolio includes the MV Agusta F4 and Benelli Tornado Tre, was hired to design it. I do think it was a smart move, and the Stash definitely has something about it.
The ‘Stash’ in the name comes from the rather clever storage system. In theory it has enough space to carry a helmet or a decent sized bag on board, although a full-face helmet’s a bit tight and mine wouldn’t fit. Storage is an area where 125cc scooters have an edge over small motorcycles, and even electric scooters can struggle to accommodate a decent compartment, as the batteries take up that space historically used for storage, so it’s a good feature. The Stash repurposes the area traditionally used as a fuel tank on a petrol bike to become a storage bin and although its nowhere near as big as you’d find on a scooter, it’s a useful addition.
Performance, especially accessible performance, is always a strong point for electrics. The Stash meets A1 licencing regulations by having a ‘continuous’ power rating of 8kw (just under 11bhp) which is well under the 11kw allowed under learner laws, but the quirk of EV licensing means that the air-cooled motor is able to deliver short bursts peaking at 15kw (20bhp).
Add the fact there’s enormous torque and instantaneous thrust, and the Vmoto will leave pretty much anything behind at the traffic lights. There’s no gearbox, it doesn’t need it, just seamless drive at low speed. It’ll cruise happily at 65mph (although range will suffer) and the manufacturer claims that top speed is close to 75mph in short bursts. There are three separate riding modes which can be selected, and these will cap top speed and allow the range to be maximised. That extra power, incidentally, is accessed by pressing a ‘boost’ button on the left hand switchgear – making it all a bit Mario Kart!
Range on any electric motorcycle is largely dictated by how you ride it and the battery capacity. At 7.2kWh, the Stash has a bigger battery than you might expect on a machine of this size and price. We didn’t have enough time to thoroughly confirm the claimed range of 90 miles, but it was clear (and obvious) that it’s probably more like 50 if you’re running flat out down dual carriageways. For more urban use the manufacturer’s claim is unlikely to be far off. In reality, its natural habitat is going to be around town anyway, making it hard to recommend a bike like this to someone looking to rack up massive miles every day.
Charging, or more specifically charging times, are always another stick with which EV sceptics like to beat down electric motorcycles, and the Stash doesn’t do anything to change perceptions here. There’s no fast charging facility, and you need to plug it into a regular three-point socket. This might be great for some and a problem for others, as the battery’s too big to be removed and recharged offboard. The bike needs to be parked up next to the mains socket to be plugged in… fine if you’ve a garage with electricity but not so good if you live on a top floor flat.
That big battery also takes a while to recharge, up to six hours if you let it get completely depleted, but with a kWh of electricity generally costing around 25p, a full charge is typically going to cost less than £2. It’s an equivalent of over 300mpg and, when you factor in the reduced servicing costs over an internal combustion engine, there are still long term cost savings to be made by going electric.
The Stash has a decently specced chassis and it’s laid out like a motorcycle, with the motor in front of the swingarm and driving the rear wheel via a chain, rather than a rear hub mounted motor set-up found on most other small electric motorcycles. It’s fun to ride, nippy from the lights and agile around town, but it’s definitely less engaging to ride than a sporty 125. I was surprised at how quiet it was. Electric bikes obviously ‘whoosh’ rather than roar, but I expected the chain to clatter around and be quite unpleasant. It wasn’t and I quite enjoyed the sensation when whacking open the throttle.
Vmoto introduced the Stash almost two years ago, and there have been some running changes to the latest model we tested based upon initial feedback, which complained that the suspension was a bit on the soft side and the footpegs too low for really enthusiastic riding.
Our test bike has higher ‘pegs than those launch models and a stiffer rear shock absorber, in addition to a few small modifications to components like the rear number plate hanger to improve quality – all updates you’d get if you bought a new one today. My opinion is that it’s not really a bike to be ridden in a sporting manner but, if you do, the ride is certainly no longer soft. If anything, it’s a little on the stiff side, and ground clearance is more than acceptable. You can still get the ‘pegs down if you ride like a loon but, really, you’re missing the point of the Vmoto Stash if that’s your complaint.
Overall it weighs 155kg, about the same as a fully-fuelled Yamaha MT-125, and it’s perfectly manageable. The 810mm seat height is in line with most 125s, and the straddle is so narrow it shouldn’t represent an issue for most.
And the spec is good too. You get a really neat 6.75” TFT dashboard, which looks great and is packed with info. The scooter style brakes (no clutch lever means the front and rear brakes are operated by handlebar mounted levers) are linked and feature Bosch ABS. Personally I wasn’t too enamoured with the stoppers, finding them lacking in feeling if not power, but the spec is overall very good, with traction control and tyre pressure monitors included as standard. It should be noted that our test bike was out-of-the-crate new, so the brakes might gain a little more feel when bedded in. Other more premium spec items include a keyless ignition system, complete with built in security features, and a USB charging port. Luggage is an accessory option too, if you want more carrying capacity.
Vmoto describe the Stash as a ‘family motorcycle’ which is a new one on us, but there’s no doubt it’s a versatile little machine – at least within its natural boundaries. The storage opens it up to a slightly different audience, giving it just enough space for when you want to nip out to the shops or head out to the gym, and the extra power boost means you shouldn’t be afraid to make occasional forays onto dual carriageways either.
It’s still a bit ‘appliance-y’ compared to a geared 125, but for many that will be a bonus more than a bind. It gives all the benefits of a small motorcycle, being easy to ride and nippy through traffic, with the added advantage of being cheap to run, fully automatic and with none of the noise and heat that comes with an ICE engine. As a form of transport, it’s a bit on the pricey side compared to the alternatives, but it’s certainly distinctive and a real conversation starter. It’s hard not to respect the Vmoto Stash, although whether you fall in love with it or not is another matter.
Vmoto Stash Specification
Price: £5995
Engine: Air-cooled motor
Power (continuous): 12bhp (9kW) max
Power (peak): 21bhp (16kW) max
Peak torque: 300Nm
Transmission: Chain drive, single speed
Suspension: (F) 35mm upside down telescopic forks, non-adjustable (R) monoshock, non adjustable
Wheels: Cast aluminium, (F) 17 x 2.5” (R) 17 x 3.75”
Tyres: Pirelli Diablo Rosso (F) 100/80 x 17, (R) 120/70 x 17
Brakes: (F) 1 x 280mm disc, two-piston caliper with Bosch ABS, (R) single disc
Weight: 155kg (kerb)
Wheelbase: 1,400mm
Seat height: 810mm
Battery type: NCM lithium battery, 74 V/97 Ah
Charging time: 5.5 hours
Range: 90 miles (claimed)
Service intervals: 12 months
Warranty: 24 months (36 month battery warranty)
Contact: https://www.vmoto.co.uk
