VOL. 52 ISSUE 49 DECEMBER 8, 2015 P61
via its svelte streamlining, plus
sufficient different turns to test
the way the bike stops, turns
and goes. Plus McPint himself
was on hand to show us how
it should be done, and having
previously ridden the MotoC-
zysz, Mission R and Lightning
racers, as well as the Energica
street bike, I had a valid basis for
comparing this Japanese spark
of inspiration with its rivals.
The immediate impression
you get from slinging a leg over
the Mugen is how normal it
seems—this is a superbike that
just happens to be powered by
an electric motor. Though you
must stretch a little to reach the
bars, the 31.1-inch seat height
delivers a rational stance that's
pretty comfortable as well as
spacious, and thanks to the way
designer Kunio Yoshimi has
cleverly crafted the carbon fiber
frame's twin spars, you can tuck
your knees in pretty tight, too.
To boot up the bike, turn on
the power supply via the main
switch on the left handlebar, flick
off the kill switch on the right
one, watch the row of green
lights across the top of the dash
illuminate, then when they're all
lit up you can twist and go. With
Map 1 selected of the two avail-
able, the ride-by-wire throttle
delivers strong but not awe-
inspiring acceleration until you're
really rolling. The ECU reduces
the percentage of torque avail-
able at low revs until it reckons
it's okay to let you give it the
berries. You can whack it hard
open almost as soon as you're
off the mark, but the controller
won't deliver all the goods until it
reckons it's safe to do so. Call it
E-traction control if you will.
The power curve has been
sanitized down low to make sure
there's no risk of looping the
loop as was indeed the case
with early E-racers, but beyond a
certain speed there's maximum
performance from the motor,
and especially the fabulous hori-
Judging by the amount of
concerned Japanese personnel
near the bike, Mr. Cathcart would
know he's on something a bit
special.
