TESTED: VMOTO Stash

Andy Bell plugged in and played…

What is it?

In the UK, Vmoto is one of the main companies within the electric motorcycle market. The Stash was first revealed in 2021 but wasn’t available on the market until earlier this year. It is at the upper end of the price range for Vmoto’s machines but with an advertised potential range of 90 miles and plenty of storage for practicality, I was keen to see what other qualities this upmarket styled electric motorcycle had to offer.

Talking tech…

I have to start with the performance side here as although the electric motor is rated at 8kw to keep it below the legal limit for learner-legal bikes, there is a loophole in the system which allows a ‘boost’ function for shorter periods pushing the power up to 14.4kw (about 20bhp), while all the time keeping the Stash CBT friendly. It’s got non-adjustable upside-down forks up front and a monoshock at the rear with wavy brake discs and 17” wheels, which combine together to give the Stash a nice and sporty look. The bike I am testing has some Pirelli Diablo Rosso tyres fitted with a 100/80/17 front and 120/70/17 rear. After double-checking a few details, I have since discovered that the Diablos were only fitted to the first few bikes sold but are available as an option. Like with many manufacturers nowadays, a Vmoto app can be downloaded to your smartphone to check the critical information like battery life, bike location, etc.

Cracking on…

Swinging your leg over it, the immediate thing you notice is the riding position. While this is very much a bike, the pegs are very low in relation to the 810mm seat height. I would say this helps to appeal to the commuter market with a more relaxed, almost standing position, but for where I was riding, I felt like ground clearance could have been an issue if I was to push too hard. 

The colour TFT screen has different display modes and can also be connected to your phone. There was nothing complicated here and with three riding modes on offer (Eco, Normal and Sport) it was seconds before I clicked it into sport for the roads I was to be heading out on. Getting out and joining the main roads was without any dramas. I had expected pick up to be a bit laboured with the Stash being CBT compliant. However, mixing with other traffic was an area that I never felt uncomfortable with. There is more motor noise than I have experienced with electric bikes of a similar power which I didn’t mind at all; if anything, it helps contribute to knowing what is going on below you.

When braking or slowing down in general there is a regeneration system to help keep the battery charged up a bit, but it was the brakes where I had a little grievance. With not having a clutch or gearshift to worry about, both levers on the handlebars operate the brakes with a combined brake system, meaning when you pull the front brake on it adds a little rear, and vice versa, which I can get my head around after riding other bikes with this set up. The problem I was having was with wanting more braking force, resulting in me ending up using both levers much of the time.

On a more positive note, the tyres are a brilliant match for a bike with this weight and power output; they warmed very quickly and provided all the feedback I was wanting while having plenty of grip. I know for sure, if I was buying one of these, I would like these Pirellis fitting from day one.

As the Stash is aimed more at the commuter market, the practical side should get some focus here as there is a fair bit worth noting. I have already mentioned the longer leg position which I guess would come into its own if you were travelling in trousers to the office, but having storage for your helmet would also come in handy when you arrive, which is supplied in a large compartment where the tank would normally be on a petrol-driven machine. There is a reverse gear to help with manoeuvring, but this did require a little practice as you have to hold the reverse button located under the throttle while twisting the grip. To be honest, with both feet easily planted on the floor and with such a lightweight machine, I did only try this just to ‘have a go’ and I would guess most riders wouldn’t even need to use it.

Battery range is advertised with a potential of over 90 miles, but we all know that this varies regarding the bike’s use and which power mode is selected. Living in quite a rural location, I was limited to testing mainly on open roads in sport mode and managed to achieve a little over 40 miles with a charge, but to be fair I could see that in eco mode within a city then the advertised 90-mile range could be achieved. The charger supplied took a little over five hours to charge the battery from flat, but there is an option to purchase a quick charger which should half that time.

Worth a punt?…

Quick to get up to speed and a comfortable riding position with loads of storage are some of this bike’s strengths, but with a long charge time and a fixed battery mean you’ll need to park near to a power source, which might be something that needs taking into consideration. Pricewise, yes, it is more than the petrol-powered bikes that are available to CBT licence holders, but its style and practicability might help it demand that price tag to the potential buyer over other electric rivals. 

The stuff that matters…

Power: 8-14.4kw (roughly 20bhp)

Weight 153kg

Price: £6599

Contact: [email protected]