A gorgeous hand-built Swedish retro electric that rides as well as it looks, decoded with real physics: where the 148 km range actually goes, the genuinely good hardware, and the bankruptcy, twice, that is the real cost of ownership. Sources on everything.
A genuinely lovely, hand-built Swedish classic with a sharp dash and a smart app, undone by a maker that has now gone bankrupt twice. Plan for ~44 real miles hard (not 75), ~28 hp peak from a 9 kW continuous hub, ~$15,600 to buy, and a warranty that may have no factory behind it. The bike charms; the company is the risk.
What we can say: the purchase price is around $15,600, the running costs are low (cheap electricity, few moving parts), but parts and warranty continuity are highly uncertain. Treat any resale or warranty value as at risk, not assumed. The honest cost is "the price, plus whatever it costs to self-support." Full reasoning in §9 and §10.
Every module behind the headlines: who it is for, claims vs. physics, the bankruptcy, true cost, reliability, parts, and the standard scorecard. All sourced.
A hand-assembled Swedish electric styled like a vintage cafe/classic machine. The SE pack is 9.5 kWh feeding a hub motor (9 kW continuous, 21 kW peak), with a sharp TFT dash and a connected route/range app, at a price around $15,600. Plan for ~44 real miles hard (not 75), and understand the dominant fact: RGNT went bankrupt in December 2023, relaunched as RGNT Reborn, then was declared bankrupt again. The bike is lovely. The company is not a safe bet. Here is exactly how we get there.
Start here, the right answer depends entirely on who is asking.
Same bike, very different answer depending on the rider. We lead every report with this so nobody buys the wrong machine.
The only clear "buy." If you adore the hand-built retro styling, ride short town and back-road distances, and have a trusted independent shop, the No.1 is a genuinely lovely object to own and ride.
The bike's real comfort zone. With real range well short of the brochure and a top speed around 77 mph, it is a town and back-road machine with character, not a long-distance tourer.
The hard no. Warranty was handled by the assigned dealer, not the maker, and after two bankruptcies there may be no factory behind the card. If you need a warranty that will actually be honoured, skip it.
Another caution. The pan-European dealer network was the support model, and repeated collapse leaves parts continuity highly uncertain. Budget for slow or unavailable spares.
Same bike, two stories. The struck-through line is what the listing tells you; the big number is what to actually expect. The "why" is in Part C.
What is genuinely clever, and which "innovations" are really table-stakes. The part the brand's own page never tells you.
The features RGNT leans on, rated honestly. Each badge tells you whether it is a real edge, normal for 2026, or marketing gloss.
Genuinely hand-assembled in Sweden on a quality steel frame, with a level of finish and a distinctive cafe/classic silhouette that stands out in a segment full of generic shapes. This is the real reason to want one.
★ Genuine edgeA sharp digital dash paired with an app that plans range using regen, speed limits and elevation. Well executed and genuinely handy, even if connected route planning is increasingly common across the segment.
✓ SolidThe larger SE battery and a hub motor (9 kW continuous, 21 kW peak) give it the manners of a small-displacement classic that performs closer to a 250 than a 125. A sensible, characterful drivetrain.
✓ SolidThe whole point. If the company had a stable future, this would be an easy bike to recommend on charm alone. The styling and finish are real and a genuine differentiator.
★ Genuine edgeMarketing specs vs. the physics, and the corporate reality. The math is simple; the company history is not.
Peak watts make a great headline; they are not what carries you down the road for more than a few seconds. The hub motor is rated 9 kW continuous with a 21 kW Boost peak.
This is the most important module on the page. For the No.1 Classic SE, the corporate risk far outweighs any mechanical concern, and it shapes everything below.
RGNT Motorcycles declared bankruptcy in December 2023. Founder Jonathan Astrom regained control and relaunched as RGNT Reborn AB in 2024, acquiring the remaining assets from the bankruptcy estate and selling off second-generation stock to raise capital.
It did not hold. The Gothenburg District Court subsequently declared the revived company bankrupt again. Coverage from thepack.news, imotorbike and buckcitybiker documents the collapses, including stranded bikes and delivery failures through the process.
The headline gap. The claim is optimistic, and reviewers found the 120 to 148 km figures hard to reach in the real world, especially on the highway. Here is the arithmetic.
Step 1, real energy in the tank. The SE pack is 9.5 kWh nominal.
Step 2, how much you spend per mile. Consumption (Wh/mi) climbs sharply with speed, because drag rises with the square of speed. Gentle town riding sips; sustained highway speed drinks.
Charge time is just battery size ÷ charger power, so a vague "fast" claim means nothing without the charger's wattage. There is no DC fast charging here.
Shopping for one of these, you will see the same bike listed with different numbers. They are not all lying, here is how to read them.
| You will see | What it really is | Trust it? |
|---|---|---|
| 9.5 kWh (SE) | The larger SE pack. The base No.1 uses a smaller battery. | real (SE) |
| 21 kW | Boost peak; the continuous rating is 9 kW. | burst only |
| "148 km range" | Optimistic lab figure; reviewers found it hard to reach. | lab best-case |
| "77 mph / 124 km/h" | Claimed top speed; the bike is electronically limited near 100 km/h. | limited |
| "Full warranty" | Dealer-handled, and the maker has been bankrupt twice. Verify who honours it. | at risk |
| Price ~$15,600 / similar in euros | Premium for a hand-built low-volume bike. Confirm current availability. | verify |
The sticker is the smallest number in the story, but the largest cost here is unknowable. Here is the honest version.
The price is a headline, not a checkout total. Here is roughly what leaves your bank account on day one.
| Line item | Typical | Notes |
|---|---|---|
| Bike (SE) | ~$15,600 | Premium hand-built; confirm availability |
| Shipping / delivery | $200–$800 | Limited network; may ship |
| VAT / sales tax | varies | Often in EU listed price |
| Registration + first insurance | $300–$700 | Street-legal road bike |
| Starter gear (helmet, jacket, gloves) | $300–$500 | Non-negotiable at 77 mph |
| Realistic out-the-door | ≈ $16,400–$17,600 | Before the warranty question |
The number almost no one shows you, and the one number we will not fake.
What we can say plainly:
What breaks, who fixes it, and whether you can get parts.
We read the coverage (thepack.news, imotorbike, buckcitybiker, bike-ev.com) so you do not have to, and summarize the recurring themes, not cherry-picked raves.
A bike is only as ownable as its parts supply, and this is where the No.1 SE is at its weakest.
RGNT's support model relied on a pan-European dealer network, with warranty handled by the assigned dealer rather than the maker directly. After repeated bankruptcy and the company shrinking to a handful of people, parts and warranty continuity are highly uncertain. There is no broad independent aftermarket for a low-volume hand-built Swedish bike, so brand-specific parts (bodywork, battery, bespoke electronics) are the real worry.
| Part category | Availability | Rough cost |
|---|---|---|
| Generic consumables (tyres, brakes) | fair | $30–$300 |
| Battery pack (9.5 kWh) | uncertain | via maker, if available |
| Bodywork / bespoke parts | poor | via maker, if available |
| Electronics / TFT / controllers | poor | via maker, if available |
One scorecard, identical axes on every bike.
Every e-moto on the site is scored on these same eight axes, by the same rules, so a 7 here means the same thing as a 7 anywhere.
Our standing methodology, run identically on every e-moto, including bikes we would otherwise have reason to flatter.
The only honest way to compare two batteries. The SE pack is 9.5 kWh nominal.
You never use 0 to 100%. The BMS holds a reserve and voltage tapers at the bottom. We assume ~88%.
Consumption is the lever: low in town, far higher on the highway. Drag rises with speed².
Always ask which number a spec quotes. 9 kW continuous, 21 kW Boost peak here.
"Fast charging" is meaningless without the charger's wattage. The ×1.1 covers losses and taper.
| Cost assumption | We used | Change it if… |
|---|---|---|
| Annual mileage | not modelled (see §10) | Support/resale unknowable post-bankruptcy |
| Electricity rate | $0.17 / kWh equivalent | Your utility differs |
| Purchase price | ~$15,600 | Confirm current availability |
| Battery life / warranty | treated as at risk | No factory may stand behind it |
| Resale | not modelled | Defunct-brand resale is unpredictable |
We cite everything and date it, because specs, prices and corporate status change. Manufacturer figures are labeled as claims; real-world numbers are our estimates from the methodology above. Spot an error? Our corrections policy means we fix it in public.
Sources retrieved May 2026. Manufacturer pages state claimed specs; treat them as marketing figures, not independent tests. We re-check the company's corporate status because it has changed repeatedly, confirm before relying on any warranty.