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QUICKSHIFT
REVIEWS
RIDING STYLE
HELMET / ARAI CORSAIR-V
SUIT / ALPINESTARS RACING REPLICA
GLOVES / ALPINESTARS GP PRO
BOOTS / DAINESE TR-COURSE OUT AIR
MOTORCYCLE
DON WILLIAMS
A Striking Machine
QSR
Lightning LS-218
I
have ridden several electric motorcycles, but never one at the track, so
I anticipated the Lightning LS-218 would be a bit different. This particular machine was actually slated for customer delivery and, looking at the
exquisitely fabricated carbon-fiber bodywork, I was acutely aware that
crashing this bad boy was not an option.
That would clearly be a challenge, as I had just been informed that
the bike had hit a whopping 244 horsepower on the dyno, and an almost
unheard of 230 ft/lbs of torque from the liquid-cooled IPM motor.
Clearly, the Öhlins suspension would help, but, in essence, it would all
come down to the Lightning controller and its ability to give me a good
throttle connection.
The LS-218 is not a commuter, but the riding position is not uncomfortable.
Pulling away from the pits (there’s no clutch lever—just twist ’n’ go), I was
struck by how elegantly the power streamed in. It is a beautifully easy bike
to ride with firm damping and neutral handling; chassis feedback is excellent.
Weighing in at a creditable 495 pounds, the LS-218 is closing in on the
weight of a typical superbike. The existing 12-kilowatt/hour battery pack is
heavy, though Lightning Motorcycles CEO Richard Hatfield tells me that
they are testing several new battery types that will hold over three times
the current capacity. That would give the Lightning a range of almost 200
miles—currently around 65 miles at the track. However, more likely the new
battery would have a 100-mile range with half the weight. For charging, the
LS-218 can be plugged into any 110-volt socket; with the optional charger
plugged into a 220-volt outlet, refill time is only about an hour.
Lightning eschewed any kind of reduction gearing because, as Hatfield
explains, “It adds weight, noise, and at least 10-percent in drivetrain power
loss.” So, happily, the typical electric jet-turbine-like whine was absent.
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U LT I M AT E M O T O R C Y C L I N G
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S E P T/ O C T 2 0 1 5
With the current gearing of 184 mph, the rear sprocket is quite large and a
little unsightly—a small price to pay for the upside.
Coming out of Buttonwillow Raceway Park’s final turn and onto
the front straight, I felt confident enough in the LS-218’s controller to
aggressively hit the throttle. The front wheel lifted immediately, but such
was the fluid delivery of power that I was able to modulate the wheelie
easily; I floated the front wheel six inches off the tarmac for a long time
with no problem.
Did it feel fast? Yes, of course, it felt incredibly fast; strangely, it didn’t
feel insane. The LS-218 simply accelerated as hard as I desired up to its
maximum speed, with no hesitation, lurching, or discernible powerband.
Actually, it was all powerband.
Hatfield’s stated goal is to “build an electric motorcycle that rivals the
best gas motorcycles in the world,” and he chose competition as the place
to develop it.
His strategy has paid off. Remarkably, Lightning motorcycles have
dominated racing to the point where the company has won almost every
race it has entered. At Pikes Peak two years ago, Lightning won by over
20 seconds. The LS-218 is also a Bonneville record holder at over 215 mph.
I was impressed with the Lightning’s build quality and enthralled
with its rideability. The parts list is impressive, with Brembo brakes and
Marchesini forged magnesium wheels. It is as powerful as you want, and
as controllable as you need. Hatfield has taken everything he has learned
in the last nine years of competition and put it into the Lightning bikes.
The Lightning LS-218 is still pricey at $38,888, but it is a much better
performer than any other electric motorcycle I have ridden.
—Arthur Coldwells