Erwin P
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I think that actually is a good price for the toy it is (toy not in a bad sense).
2025 KTM Freeride E
- Thread starter Beagle
- Start date
Most press releases say 11kW nominal, which is 14.75 hp. This is confirmed on the KTM website, though it also mentions 19.2kW peak (which is 25.74 hp so maybe some releases use nominal and some peak?)
My guess is the 11kW rated power has to do with the Euro A2 motorcycle license be limited to 11kW. They want to make
2025 KTM Freeride E has full info. One has to scroll down to the "Engine" section (now that is funny) for the Drivetrain specs. Ha.
11kW nominal
19.2kW peak
Torque 37.6 Nm
Top Speed 95kph
5.5kWh battery that weighs 29kg
Lithium Ion battery - That is likely why it degrades to 80% after only 1,000 cycles. Wish they used Lithium Iron Phosphate (LiFePO4) which is a far more stable chemistry and it typically takes 3,000+ cycles to degrade to 80%.
660watt charger with 120v (previous charger worked only on 240v). Will charge zero to full in 8 hours. It doesn't say if the same charger is capable of 240v charging to double charge rate, but since they mention 660watt charger, probably not. So they swung the pendulum the other way and only offer 120v charging, which I think is a mistake. Charger should be capable of both. Same amp draw on 120v or 240v, but of course twice the watt output.
Original US press releases said street legal, but current KTM USA website doesn't show the mirrors or turn signals of the press launch. And doesn't mention US street legal.
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Full specs:
Technical Details
Engine
Rated output 11 kW
Torque 37.6 Nm
Traction battery MX50 Lithium-Ion Battery
Battery capacity 110 Ah
Charger line voltage 90 - 265 V / 50 - 60 Hz
Charging power 660 W
Charging time 100 % 540 min.
Charging time 80 % 420 min.
Cooling Liquid cooled motor / air cooled MDU
Energy content 5.54 kWh
Electric motor 50,4 V - PMSM
Secondary gear ratio 13:50
Max. motor speed 12000 rpm
Max. power 19,2 kW
Chassis
Weight (without fuel) 109 kg
Wheelbase 1455 mm
Front brake disc diameter 260 mm
Rear brake disc diameter 220 mm
Front brake Disc brake
Rear brake Disc brake
Chain 520, Non-sealed
Frame design Chrome-molybdenum steel frame
Ground clearance 345 mm
Handlebar Neken, aluminium Ø 28/22 mm
Rear suspension WP XPLOR shock absorber with PDS
Seat height 910 mm
Steering head angle 65.6 °
Rear subframe design Aluminium / Polyamide Glass Fiber
Suspension travel (front) 250 mm
Suspension travel (rear) 240 mm
Tyre dimensions (front/rear) 90/90; 120/90
Wheels 1.60 x 21"; 2.15 x 18"
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Images of the street legal version from some press releases:
I also like "weight (without fuel)"
I'm not aware of any e motorcycles using LFP batteries instead of Li-ion. LFP use is indeed increasing for cars due to lower cost, better longevity, and getting rid of Co. Although with lower energy density (compared to Li-ion) you either get lower range or heavier batteries, that's a no go for motorcycles for which energy density is at premium.
Also there's no need for extra longevity for e dirtbikes, 1000 cycles already exceeds expected lifetime of the bike, that's gotta be around 2000 h of trail riding, how many bikes are really used that long? Plus by that time 2-3 k for a new battery would not be that bad!
I also like "weight (without fuel)"
I'm not aware of any e motorcycles using LFP batteries instead of Li-ion. LFP use is indeed increasing for cars due to lower cost, better longevity, and getting rid of Co. Although with lower energy density (compared to Li-ion) you either get lower range or heavier batteries, that's a no go for motorcycles for which energy density is at premium.
Also there's no need for extra longevity for e dirtbikes, 1000 cycles already exceeds expected lifetime of the bike, that's gotta be around 2000 h of trail riding, how many bikes are really used that long? Plus by that time 2-3 k for a new battery would not be that bad!
All good points on the Lithium Ion. I suppose that the battery cycles to hours count depends on use case. Higher speed or more aggressive riding, 5.5kWh is about an hour of riding, but that is still 1,000 hours to degrade to 80% original capacity, so if someone rides even three battery cycles a week and can ride year round, that is only 52 x 3 = 156 rides a year, it would be 6.4 years to hit 80% battery degradation. Problem is, it starts on ride one and capacity slowly decreases, which means a decrease in range. And batteries degrade faster charging to 100% and running down to below 10%, but if you are already pushing the range, you will have to do that, which degrades it even faster, which means you have to continue to charge to 100% and run down below 10% which speeds up degradation. Typical catch 22. And, running on the street or fast trails really drains the battery so decreases range and increases number of charge cycle and speeds up degradation (speaking to some version of the new Freeride being street legal).
Still, they have to pick and choose chemistry and weight and range and find a happy medium for their target buyer. I still find it odd that no eDirtbike manufacturers offer at least two battery option sizes from the factory (kind of what Zero has always done with their little dual sport). Seems there are two buyer categories they could cater to with one bike/chassis by offering two or three battery sizes:
1) The "light with shorter range crowd" that can make due with one battery or have two smaller ones with one charging while riding with the other (if their route keeps them close to base camp/trailhead). And then the "larger battery no matter the cost or weight" crowd. I fall into the latter. I want battery range enough so I only need to charge to 90% for most rides. Or, even if I charge to 100%, at least usually arrive back at the trailer at at least 20% SOC (which is better for the battery, but also safer in case I make a wrong turn or encounter a locked gate when riding in new areas or a down tree that forces a backtrack, etc.)
I do like the trend of better chassis and suspension components on some of the bikes. Nothing worse than buying an "economical" eDirtbike but having to spend $1,000 on 21/18 tires wheels, $3,500 on aftermarket forks/shock/ $3,500 on bigger battery. I don't like having to bin stock parts and pay so much for aftermarket parts when manufactures could include them, even if as options, from the factory for half the price and no wasted parts that you don't want. KTM has a fairly good chassis in both the previous Freeride and presumably this new version (which they say is all new; not just a refresh). Beside the 11kW rated power, I suspect the 5.5kWh battery (and associated range, which is TBD) is what will limit the appeal. (Price is unknown so we'll see if that factors in as well). Would have been great to see something like a 4.5kWh battery and 6.8kWh battery option.
Also available in white Husqvarna hint at new electric enduro bike for 2025
Yep, here is the white Freeride
www.husqvarna-motorcycles.com
660 W onboard charger is slow but fits under the seat, curious to see what Stark will manage to do for their road models
PIONEER | 2025
660 W onboard charger is slow but fits under the seat, curious to see what Stark will manage to do for their road models
I understand little about business management etcetera but, as far as I've understood from this article, KTM will have to suspend production because of financial problems and I'm afraid that they haven't built many updated Freerides/Pioneers so far, so I guess that getting one will be hard.
Erwin P
Active member
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- Location
- Netherlands
They are lowering the production to reduce stock at the factory and at dealers. It's not said they will stop production of any bike.
They build too many bikes, flooded the dealers with them wich in turn had to give big discounts to sell them before the next batch came.
They build too many bikes, flooded the dealers with them wich in turn had to give big discounts to sell them before the next batch came.
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