British Firm Plans Two-Speed Electric Retro Bike at EICMA
A British company will show a retro electric motorcycle with a two-speed gearbox at EICMA in Milan, breaking from the single-speed norm.
According to Electrek, a British company plans to unveil a retro-styled electric motorcycle demonstrator at this year's EICMA motorcycle show in Milan. The machine is reported to feature a two-speed transmission, a feature that stands out because most electric motorcycles use a single-speed drive.
Electrek reports that the gearbox is designed to change gears without cutting power to the rear wheel. That detail matters because interrupting drive during a shift is one of the familiar limits of conventional gearboxes, and the outlet presents the design as the reason for the unusual setup.
The coverage is brief and focuses on the planned debut rather than on detailed specifications. Electrek's report does not give a full list of performance figures, a launch date for production, or pricing, and those details are not part of the information available for this story.
The unveiling is set for EICMA, one of the largest motorcycle shows in the world, where manufacturers often preview concepts and production bikes. A demonstrator is typically a working prototype meant to test an idea and gauge public response, rather than a finished product ready for showrooms.
Background
Electric motorcycles have largely followed the same basic layout as their cars and scooters counterparts: a motor connected to the rear wheel through a single fixed ratio, often with a belt or chain. The approach is simple, quiet and light, and it suits the broad power curve of electric motors, which can produce strong torque across a wide range of speeds. Because of that, many engineers have treated the single-speed setup as good enough for city riding and everyday commuting.
Gearboxes remain common on combustion motorcycles because internal combustion engines produce power in a narrower band of engine speeds. Riders shift to keep the engine in its useful range. Traditional motorcycle transmissions use a clutch and sequential gears, and each shift briefly interrupts the flow of power to the wheel. Motorcycle racing has long refined quick-shift systems to reduce that gap, but the basic interruption remains a feature of most conventional designs.
Multi-speed transmissions for electric vehicles have been explored in the automotive world for years. Some electric cars use two-speed gearboxes to improve efficiency at high speed or to balance acceleration with top-end range. Adapting such ideas to motorcycles brings extra challenges, including weight, packaging space, cost and reliability, since a motorcycle leaves little room for extra hardware and every added part must be durable. Retro styling adds another layer, because designers must blend classic looks with modern drivetrains.
Shows such as EICMA have long served as a stage for small and independent builders alongside large manufacturers. Concept machines shown there can signal where engineering trends may head, though many never reach production. Context from earlier attempts suggests that a novel drivetrain is only one part of whether a new model succeeds.
Why it matters
The story is notable less for the retro styling than for the drivetrain. If a two-speed electric motorcycle can shift without cutting power and do so reliably, it could challenge the assumption that electric bikes need only a single fixed ratio. A second gear could allow a single motor to offer both strong low-speed pull and a more efficient cruise at highway speeds, which matters for riders who want range as well as performance.
The idea also points to a broader question about what electric motorcycles should feel like. Many riders are used to the rhythm of shifting and the sense of control it gives. A machine that keeps the feel of a traditional gearbox while removing the power gap could help bridge the gap between combustion riders and newcomers. At the same time, adding a transmission to an electric bike introduces mechanical complexity that the single-speed design avoids.
For the industry, the announcement is a reminder that electric motorcycles are still early in their development. Small firms are testing ideas that larger makers may not pursue, and their experiments can influence later designs. Whether this particular concept leads anywhere will depend on details not yet reported, but it adds to the case that the electric motorcycle is still open to new engineering approaches.
What to watch
The first question is whether the demonstrator shown at EICMA is a working prototype or mainly a styling study. Riders and analysts will want to know how the two-speed gearbox is actually built, how it is controlled, and whether it can shift smoothly under load. Details on weight, battery size and range will also show whether the extra gear pays off in real use.
Next is whether the company announces production plans, pricing or a timeline. A concept can attract attention without becoming a product, so any statement about availability will be a key signal. Reviews from attendees and early test rides, if they appear, will offer a clearer picture than the initial announcement.
Finally, watch whether other manufacturers respond. If the approach proves practical, it could influence how electric motorcycles are designed in coming years.
Viewpoints
Commentary from our columns: three angles on this story.
The Paddock the racing angle
Racing has a habit of testing ideas that later reach the street, and a second gear on an electric bike is the kind of question the paddock has been asking for years. In MotoGP, electric prototypes have existed mostly as a sideline, but the central engineering problem is familiar: how to deliver power smoothly across a wide band of speeds without a jolt. Electric motors already deliver torque early, so the real question is when a second ratio earns its weight. On a track, where every gram and every fraction of a second matters, a two-speed setup would have to prove that the efficiency gain outweighs the mechanical cost. Racers tend to value consistency above novelty, and any gearbox that interrupts or hesitates would be quickly dismissed. If this demonstrator can shift cleanly under hard acceleration and hold together through repeated laps, it would earn respect from engineers who have watched many clever ideas fall short. Until then, the most useful thing the paddock can do is watch closely, measure carefully and wait for numbers rather than promises.
The Rider the everyday rider's view
Anyone who has ridden a motorcycle for long knows that gears are less about speed than about feel. A shift is a small conversation between rider and machine, and the moment the power drops out is part of that rhythm. An electric bike with a single ratio removes that conversation altogether, which can feel smooth but also a little empty to riders who enjoy working the throttle and gearbox together. A second gear that changes without cutting power could be the best of both worlds: the easy response of an electric motor with a little more control at higher speeds. For commuters and weekend riders, the practical benefit might be a bike that cruises more efficiently on the highway without losing the punch needed to leave a junction. Still, a rider wants to know how it actually feels at the handlebars, whether shifts are noticeable, and whether the gearbox adds noise or maintenance worries. Those answers will matter far more to the people who ride every day than any headline about a clever layout.
The Skeptic open questions and weak points
A bike that changes gears without cutting power sounds appealing, but it is worth asking what has been left out of the announcement. The report describes the goal of the design, yet the most important details are missing: how the shift is controlled, how durable it is, how much it weighs, and whether it adds meaningful range or performance. Novel drivetrains have a history of looking clever on a show stand and then struggling with heat, wear or cost once they reach real roads. An extra gear also means extra parts, which may complicate service and raise the price for buyers who came to electric bikes for simplicity. The concept may be sincere and well engineered, but a demonstrator is designed to attract attention, and attention is not the same as proof. Before anyone treats this as a turning point, it would be reasonable to see working hardware, independent testing and a clear plan for production. Until then, the sensible response is interest tempered by a few hard questions.
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