A stylish, ASX-listed electric 125-class commuter with a button that flatters the spec sheet more than the battery likes. Where the ~110 mile claim actually goes, boost versus continuous power, what it costs, and who it is for. Sources on everything.
A genuinely well-equipped, motorway-legal electric 125 with a strong boost mode, wrapped around a range number measured at a crawl. Plan for ~60 to 90 real miles (not 110), ~12 hp sustained with a ~19 hp burst, around 5.5 hours to recharge, and yes, it is street-legal as an A1-class machine in most markets.
Assumptions: street-registered (insurance and registration apply), ~1,500 mi/yr, $0.17/kWh, maintenance ~$180/yr, resale ~50% of MSRP at year five (small EV brand, value less proven than a Sur-Ron). Full table in §10.
Every module behind the headlines: who it is for, claims vs. physics, true cost, reliability, parts, and the standard scorecard. All sourced.
A genuinely stylish electric 125-class commuter from Vmoto, the Perth-headquartered, ASX-listed parent of Super Soco, built in China. It runs a fixed 7.2 kWh pack, a 9.0 kW continuous motor with a 14.4 kW boost burst, and a real ~75 mph in sprint mode. Plan for ~60 to 90 real miles (not 110), around 5.5 hours to recharge from a wall, and a kit list (TFT, app, ABS, reverse) that is the real selling point. 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 sweet spot. A motorway-legal A1-class bike with strong in-town acceleration, ABS, and enough range for a daily commute if you charge at home overnight. This is exactly what it was built for.
The TFT dash, app connectivity, keyless ignition, reverse, and Adrian Morton styling are real draws. If you want a premium-feeling electric 125 and value the kit, the Stash delivers on presence.
No DC fast charging and a fixed pack mean range is a hard ceiling. Ride it like the boost button invites and the tank empties fast. A poor tool for distance between sockets.
At around 8,000 dollars it is premium for the class. If the price and the gap between claimed and real range bother you, a cheaper, more honest commuter may suit better.
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 that justify a premium price, rated honestly. Each badge tells you whether it is a real edge, normal for 2026, or marketing gloss.
A boost button momentarily lifts peak power to 14.4 kW (about 19 hp), pushing top speed to ~75 mph and giving a claimed 0 to 50 km/h around 3.7 seconds. Strong for the class, but it is a short burst, not a cruise figure.
✓ SolidGenuine Bosch ABS with a 280mm front disc is above the segment norm. MCN's review singled out the brakes. On a bike that does motorway speeds, this is real safety value, not a checkbox.
★ Genuine edgeA 6.75-inch colour TFT with phone connectivity, navigation, tyre-pressure monitoring, keyless ignition, and a reverse function. The real premium feel, though longevity depends on Vmoto keeping the software alive.
≈ Now commonStyled by the British designer behind the Benelli Tornado and MV Agusta Brutale. A distinctive look that stands out in a class of generic city scooters. Subjective, but a genuine differentiator.
✓ SolidVmoto is ASX-listed and shares a broad OEM components base with Super Soco. That helps parts availability, though market-specific dealer support varies a lot by region.
≈ MixedMarketing specs vs. the physics. The math is simple, battery capacity and a few formulas, so let us run it.
Peak watts make a great headline; they are not what carries you down the road for more than a few seconds. The boost is a burst.
Vmoto rates the motor at 9.0 kW continuous with a 14.4 kW boost peak (reviewers measured roughly 12 bhp continuous and a ~19 to 20 bhp burst). Listings then print the bigger number. Convert to the unit everyone feels:
The headline gap. The claim is not a lie, it is a best-case figure measured at a constant low speed you will basically never hold. Here is the arithmetic.
Step 1, real energy in the tank. Range starts with how much energy the battery holds: voltage × amp-hours.
Step 2, how much you spend per mile. Consumption (Wh/mi) is the whole game, and it explodes with speed because drag rises with the square of speed. The 250 km claim is measured at a constant ~45 km/h (about 28 mph), where the bike sips energy. Push it to motorway pace and consumption roughly doubles.
~75 mph in sprint boost, verified by MCN's tester who saw 78 mph on a long motorway straight. Genuinely honest. But holding that speed is exactly what destroys the range above.
Held flat-out in boost, the bike draws hard just to maintain speed, so consumption spikes. Run the same range formula at motorway pace:
So the "75 mph" and the "110 miles" on the same spec sheet are mutually exclusive: you get one or the other, never both. That is the most important thing the marketing never says out loud.
Charge time is just battery size ÷ charger power, so a vague "convenient charging" claim means nothing without the charger's wattage.
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? |
|---|---|---|
| 72V 100Ah / 7.2 kWh | The fixed battery. Multiply V×Ah: 72 × 100 = 7,200 Wh. This is the honest energy figure. | real |
| 9.0 kW / 14.4 kW | Rated (continuous) vs boost (peak) power. The bigger number only holds for short bursts. | do the math |
| "250 km / 110 mi range" | Constant ~45 km/h, mode 1, fresh battery. Best-case lab figure. | lab best-case |
| "105 km/h" or "75 mph" | Top speed in sprint boost only, verified by testers. Honest, but range-killing. | real, in boost |
| "10.8 bhp" | Some listings quote rear-wheel continuous output rather than motor rating. Same bike, different measurement point. | check the point |
| Price ~$8,000 / £6,299 | MSRP varies by market and exchange rate; UK and US figures differ. Confirm locally. | market-specific |
The sticker is the smallest number in the story. Here is the whole bill.
The MSRP is a headline, not a checkout total. Here is what actually leaves your bank account on day one.
| Line item | Typical | Notes |
|---|---|---|
| Bike (MSRP) | ~$8,000 | US around $8,000; UK ~£6,299 plus OTR |
| Delivery / on-the-road | $150–$400 | Varies by dealer and market |
| Sales tax / VAT | varies | ~8% US; 20% VAT may be included in UK price |
| Registration / first-year insurance | $150–$500 | It is street-legal, so this applies |
| Starter gear (helmet, gloves, jacket) | $200–$400 | Non-negotiable at motorway speed |
| Realistic out-the-door | ≈ $8,500–$9,300 | Before a single mile |
The number almost no one shows you. We itemize it, show the math, and state every assumption so you can adjust it to your own riding.
| Cost over 5 years | Estimate | What drives it |
|---|---|---|
| Purchase (MSRP) | $8,000 | Excl. gear; tax/delivery vary by market |
| Gear (one-time) | $300 | Helmet, gloves, jacket |
| Electricity (charging) | $160 | Almost nothing, math below |
| Tires, brakes, consumables | $900 | Chain drive, road tyres; ~$180/yr |
| Insurance + registration | $600 | Street-legal, so this applies (~$120/yr) |
| Battery (replace / upgrade) | $0 | None expected in 5 yr of normal use |
| 5-year total (before resale) | ≈ $9,960 | |
| Resale value (yr 5) | – $4,000 | ~50%; smaller EV brand, value less proven |
| Net true cost to own | ≈ $5,650 | ≈ $1,130 / year |
What breaks, who fixes it, and whether you can get parts.
We read the reviews and owner channels 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. Here the picture is fair but region-dependent.
Vmoto shares a broad OEM components base with its Super Soco range, which helps availability of common consumables and electrical parts. The aftermarket for the Stash specifically is modest, this is a niche premium model, not a mass-market platform, so most support runs through official dealers. The biggest variable is whether there is a real service channel where you live: confirm that before buying.
| Part category | Availability | Rough cost |
|---|---|---|
| Battery (OEM 72V pack) | via dealer | varies; dealer-only |
| Tires, brakes, consumables | good | $30–$250 |
| Bodywork / cosmetic parts | fair | dealer-specific |
| Electronics / TFT / app support | brand-dependent | tied to Vmoto software |
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. 72V × 100Ah holds 7,200 Wh.
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 at a constant 45 km/h, far higher at motorway speed. Drag rises with speed².
Always ask which number a spec quotes. Peak (boost) sells bikes; continuous (rated) moves them.
"Convenient charging" is meaningless without the charger's wattage. The ×1.1 covers losses and taper.
| Cost assumption | We used | Change it if… |
|---|---|---|
| Annual mileage | 1,500 mi/yr (7,500 / 5 yr) | You ride more → tyres & service rise |
| Electricity rate | $0.17 / kWh (US avg) | Your utility differs |
| Sales tax | ~8% (or local VAT) | Your market differs |
| Battery life | No replacement in 5 yr | Very hard use → sooner |
| Resale | ~50% of MSRP at yr 5 | Smaller brand, value less proven |
We cite everything and date it, because specs, prices and tariffs 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 prices and import duties periodically because they move quickly and differ by market.