Electric motorcycle The debate has been raging since Bike EXIF came out. The most common criticism concerns the way electric bikes are tied to traditional bikes: range, cost, lack of vibration and noise. But what if we consider them a complement to their gas-powered counterparts, rather than a replacement?
Just one look at the parking lot in LAND MOTO in Cleveland, Ohio, US, to see if the electric vehicle company thinks that way. “We’re all motorcycle enthusiasts here at LAND,” says founder and CEO Scott Colosimo. “On a good day, our parking lot looks like a motorcycle dealership with all types of two-wheelers.”
Scott is pragmatic about the fact that full electrification is still a long way off, citing battery technology and infrastructure as the biggest hurdles. So LAND MOTO is deliberately playing in the middle – using the best of electric power in its flagship District motorcycle.
“When it comes to the coexistence of electric vehicles and gas bikes, we see strengths in both technologies,” says Scott. “EVs excel in urban environments and for short commutes, while gas bikes still have advantages for longer distances. There is definitely overlap – and we are working to expand where EVs can compete and succeed.”
Designed, engineered and built in LAND's own 65,000 square foot facility in Cleveland, LAND County. Electric motorcycle sports a compact, minimalist aesthetic; equal parts futuristic and utilitarian. An angular tubular steel frame forms the chassis, supported by inverted forks up front and a Fox Float air shock at the rear. 17-inch alloy wheels keep the rubber on the road, and Magura brakes provide decent stopping power.
One look at the countless details of the district and it’s clear that LAND is obsessed with design. “Design is at the forefront of the district,” confirms Scott. “It was approached from a design perspective first and foremost, and everything else was secondary.”
“For us at LAND, it’s primarily a question of culture, mindset and skills; we have to dig as deep as we can, exploring all the options available to us,” adds Evan Painter, LAND founder and lead industrial designer.
“This usually means extra work to test ideas, concepts and features, as well as controlling important processes as much as possible. This translates into an improved final product that is more in line with the overall design, connecting the pieces and creating a kind of character or soul to what we do.”
This commitment is evident in how well each District element and each carefully considered surface finish complements one another. What little bodywork there is is either glass-reinforced PC-PBT or vacuum-formed ABS plastic. The battery tray is aluminum, as is the sleek, one-piece mount for the speedo and headlight.
CNC machined parts include the clamps, handlebar clamps and footpegs. The seat is covered in a textured and molded vinyl cover, and a custom LED tail light is hidden in the back.
IPM’s patented radial flow motor hides under the battery tray, sending power via a belt to the intermediate shaft and then to the rear wheel via a chain. This setup eliminates suspension squat under acceleration—and makes routine tasks like changing a belt or replacing a sprocket delightfully simple.
But the District’s smartest feature is the one you can’t see: its versatility. Its motor can operate in four different riding modes, offering power from 750 watts to 17 kW, with a top speed of 20 mph to 70 mph. That means it can be classified as an e-bike, e-moped, or e-motorcycle, depending on how you configure it.
“We deliberately chose to place the district in that middle ground,” Scott adds. “That flexibility is key for us – it expands our potential market and gives us more options in terms of regulatory compliance. It’s also easy and a hell of a lot of fun to manage.”
Starting at $6,995, the District comes in Street and Scrambler trims, each available in three standard colors. Options include aerodynamic-style ABS plastic wheel covers, luggage options, a skid plate kit, and an onboard charger. You can also choose a 15- or 19-tooth front sprocket or a Gates carbon belt drive.
More importantly, you can choose the overall battery capacity of your District based on your intended use of the bike. The battery tray is designed to accommodate one or two of LAND’s own batteries with a maximum capacity of 1.8 kWh, or one of their maximum batteries with a capacity of 5.5 kWh. These three configurations provide a range of up to 40, 80, and 110 miles, which increases the District’s weight to 198, 226, and 230 pounds.
By creating a bike that is light, nimble, fun and adaptable, LAND MOTO has managed to sidestep any debate that pits electric motorcycles against gas bikes. The county is not trying to swallow the highway or cross continents. District Street there is to tear up the asphalt on the narrow city streets, and Neighborhood Scrambler tuned for fast, dirt-filled explosions.
As for what's next for the Cleveland-based company, they're currently scaling their facilities, with a particular focus on expanding their CORE battery system. LAND doesn't just make batteries for their bikes — they also outsource their knowledge, supplying batteries and sharing data with other players in the electric mobility market.
One of them is Bloom, a Detroit-based company that handles manufacturing and logistics for small LEV (light-duty electric vehicle) companies. Bloom benefits from LAND’s battery technology, while LAND benefits from having its product tested, trialed, and improved on multiple platforms.
“Developing our own battery technology and collaborating with other companies, such as our partnership with Bloom, has been a game changer for our R&D,” says Scott. “It allows us to integrate our technology into a variety of applications, giving us invaluable feedback and real-world data.”
“This continually informs our development process, helping us refine and improve our technology.”
This focus on the future almost guarantees that we'll see more offerings from LAND MOTO in the future. Until then, the District Street and District Scrambler are a damn good opening salvo.
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