EM FACTOR-e

Electric Motion recently introduced the prototype of a significantly new model for them, the FACTOR-e.  If nothing else, you must admire the clever name which highlights the electric aspect while being a homonym for Factory.

A trials manufacturer's Factory model is typically associated with their pinnacle machine - offering the best components and performance, not to mention the highest price tag.  I don't think this bike will be an exception.

What do we know as of January 2024?  Production is scheduled to commence next month - which means it should be available as a 2025 model.

To me, the outstanding features are the 4-speed gearbox and the easily accessible clutch.  But clearly, there is a new motor too.  I find it curious EM made no mention of this, other than to say that it offers a peak power of 16 to 19kW (different sources state different peak power).  This is a big step from the  12 kW peak specified for the Dana TM4 motor.  The new motor looks to be more compact.  So possibly it's running at a higher speed than its predecessor?  

I also find it curious there is a Volkswagen logo on the battery.  The outside of the battery itself looks very similar to what's presently being used.  Two different batteries will be available - the standard 1.8 kWh and a 2.5 kWh version.  

Other logos on the bike are AMV and TECOi.   Not recognizing either, I did some image searches.  The AMV logo is possibly for a French vehicle insurance company.  Their slogan L'assurance de gagner literally means the assurance of winning.  That's unabashedly confident!  TECOi appears to be a global fabricator of sheet metal with a head office in Spain.

A range of 59 kilometers is touted - which would seem to apply to the higher-capacity battery.

Tuneability is provided via the EM Connect app.

EM says the weight distribution is different and the overall weight has been reduced by 4 kg (presumably compared to EM's Race model).

The swingarm is new, as is the rear shock.


The following bulleted items were found on trialworld.es:

I will hasten to point out that the 1400 Nm of torque is not at the shaft of the electric motor!  The number would have been calculated after all the gear reductions (primary, gearbox, secondary) have been taken into account.  Regardless, it is a much higher figure than the 600 - 700 Nm of torque claimed for EM's single-speed designs.

Finally, Electric Motion has done an excellent job keeping the price reasonable for this highly desirable machine.  Their planned production quantities are sufficient to have the crankcase cast rather than machined from billet.  The FACTOR-e is less than 7% more money than the 2021 ePure Race.  I suspect this is partly due to economies of scale and partly due to competition looming on the horizon.

Credit: screen capture from adjacent YouTube video

Presentation by Marc Colomer


José Franqueira from Madrid graciously provided the following information.  He learned all this from Marc Colomer during a presentation on the Trialworld premises.  Marc's explanation was carried out on the second FACTOR-e to have been produced.  

[ Websmaster's comments are in square brackets. ]

The motor is of EM's design.  It is limited to 12,000 rpm.  [ It takes a lot of specialized knowledge to design a state-of-the-art electric motor.  I wonder if it is simply a case of it being produced to meet EM's requirements?  I also wonder if this is due to Volkswagen's involvement? ]

The gearing is configured so that the ratio for 1st gear is between that of 1st and 2nd for a typical trials bike (and is good for 35 km/h).  Likewise, 2nd gear is between 2nd and 3rd for a typical trials bike.  3rd gear is like the ratio in EM's single-speed designs but acceleration is quicker.  And 4th is capable of 85 km/h, plus.

Oil for the gearbox and clutch is separate, partly to reduce gear noise.  [ This is smart!  Fluids can be separately optimized for clutch feel and long gear life and/or minimal friction as well as noise. ]

Due to high torque and gear reduction, the gears themselves are reinforced considerably compared to ICE bikes.

The tickover (TKO) self-idle feature that was introduced on the ePure has been retained.  This allows the bike to get underway by just releasing the clutch gradually with no twisting of the throttle.

[ Finally, I will relay this exciting quote directly. ]  “We had the opportunity to watch MC perform on the street whilst he was using the EM Connect to modify the bike.  He did several wild releases of the clutch that left the audience in panic.  You could tell all the energy that was released in a fraction of a second.”

In Marc's words, you could summarize the new design in a telegram as “FACTOR-e is twice ePure.”

Credit: José Franqueira

I'm not in the habit of posting art photos but I like this one a lot.  It was taken during Marc's presentation just as the Sun was setting in Madrid.  

Although the screen behind Marc is mostly a repetition of facts, it does reveal some new information.  I have seen FACTOR-e written in a variety of ways.  In this primary source, we see that it is all uppercase letters except the final “e” and there is a hyphen.  I will employ that typography going forward.

The phrase, new high-performance “air forced” EM motor caught my attention.  This made me think of a type of cooling used with AC induction motors called TEFC (totally enclosed fan-cooled).  In TEFC, the motor is totally sealed but the fan is only shielded.  I will write more as I learn more.

Firsthand Account

The following comes from the proud owner of a 2025 FACTOR-e.

I rode the bike at a trial and then did around 2 hours of practice after the event.  I got really used to it and had a chance to mess with the settings. (EM Connect is the same as last year's bikes.) 


I have to say I'm very impressed!  I rode all the sections in 2nd gear except one muddy section in which I used 3rd gear.  (You needed to spin the rear tire to keep it clean and burn through the top layer of slippy mud.)


After the trial, I tried a few sections in 1st gear.  It's good on the grippy, steep stuff (there is a very technical river section that is very steep with tight turns).  


1st gear is so low that hill climbs and muddy sections require 2nd or 3rd gear so it's very similar to an ICE bike in that regard but you get the bonus of not being able to stall it. 


It feels like EM hugely increased the inertia over the ePure so even in the lowest gear the bike is very rideable.


I think as the battery was getting low and the power was dropping off slightly, 1st gear became nicer to use.  I probably should make a map setting specifically for riding in 1st gear.  It would be nice to have the controller automatically change maps when changing gear.

It is noisier than the 2024 bike - not a lot, but it is noticeable (likely due to the gearbox whining). 

There is a “clunk” when you turn the battery on but it's a lot quieter and softer than previous models so I assume a mechanical contactor is still being used.

The new motor does get hot very quickly at high RPMs.  

Although I said I could hear an independent fan running inside the motor, I was wrong.  It's not a fan, the noise is due to the anti-rollback feature.  This feature kicks in when you pull the PRB-R lever or press the regen button until the motor stops.  I only noticed the noise after I had run the motor to max rpm and then used the PRB-R lever to brake the motor.  It doesn't make the noise if you turn the TKO off and let the motor come to a stop naturally. 

The forks don't come with the compression adjuster.