Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/1547519
S P E C I F I C AT I O N S QUICKSPIN I B O N N E L L 8 0 5 RX E - M O T O P122 consistently ramps up through the rpm as speed increases. Most e-bikes have a surgey feel at low speeds, but the Bonnell stayed calm throughout. It also minimizes the engine-brake feel when you cut the throttle. This was a huge plus as traction was limited on our hard-packed track. Overall, the motor was defi- nitely impressive. Even in mode two, I could jump over every obstacle with ease and tear down the fast start-straight on our tamed-down Supercross- style course. With no gears and no clutch, the 805 delivers near-unlimited power as soon as you twist the grip. Careful with that right wrist, though; once you open the cork, it's like drinking straight from a firehose. I didn't go higher than mode three, as I felt it was too fast for this track. Personally, I wouldn't want to ride this bike in full 56-horsepow- er mode because of its compact size and smaller chassis. Sirris suspension handled the track with ease. This brand is already a big player in the e-moto world, and its stiffer fork and shock for the Bonnell were up for the challenge of some "aggressive" motocross riding. The fork impressed me most, offering great small- bump comfort and a connected feeling with the front wheel. It never bottomed out, even when I overjumped or slammed through the rollers. The shock was a bit on the soft side, but at 190 pounds in full gear, I'm no doubt on the larger end of the midsize's target market. With a fully adjustable fork and shock, I would keep tweaking these com- ponents if I owned a Bonnell. No doubt the 805 is the best e-moto I've ridden in this midsize category. Battery life, however, is one major complaint. Even when fully charged, I was draining about seven percent of the bat- tery per lap on this one-minute- long track. That means you're only getting about 15 minutes of riding in the second power mode. Increase the power, and the battery life only decreases. Sure, you can swap batteries back and forth, but a spare battery is another $1100, and it won't charge up fast enough in that 15-minute interval. This is still the inherent flaw with elec- tric power, and unfortunately Bonnell doesn't have the fix. The brakes are another area that needs improvement. The 240-mil front and 220-mil rear discs look like those off a full- size motocross bike, but the power from the calipers simply isn't there. For low-speed situa- tions, they work fine, but at the top end of mode two, I struggled to get this thing stopped in time to make the turn. This bike has the power of a full-size moto, but the brakes feel like those of an engine-less mountain bike. I wouldn't want to test these brakes in full-power mode. Even with these constructive critiques, I call the 805RX the "pit bike pit bull." It's small in stature but packs a serious bite. The parts quality is evident, and there's no doubt this team did their research building this bike from the ground up. It is by far better than a Surron and feels much more capable of meeting the demands of real motorcycle riders. I could see owning one as a serious backyard racer, but the price and battery life don't seem ready for a true off-road adventure. Ryan Nitzen 2027 BONNELL 805RX ($8250) Engine Type Electric, 3.9 kWh core battery Max Power 56 hp (42 kW) peak Max Wheel Torque 594 lb-ft (805 Nm) Top Speed 80+ mph Frame Forged aluminum, hydroformed swingarm Front Wheel 21 in. Rear Wheel 18 in. Front Tire Kenda 80/100-21 Rear Tire Kenda 100/90-18 Front Suspension Sirris F43 coil spring fork, fully adjustable Rear Suspension Sirris R46 coil spring shock, fully adjustable Front-Wheel Travel 9.6 in. Rear-Wheel Travel 9.6 in. Front Brake Hydraulic disc, 240mm, dual piston Rear Brake Hydraulic disc, 240mm, dual piston Wheelbase 53 in. Seat Height 35 in. Weight (claimed) 218 lbs.