Arc Vector First Ride Review

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For 90,000 pounds sterling, you get loads of carbon fiber, two swingarms, high-end suspension and brakes, and plenty of performance. (Arc/)

Radical front ends are a difficult sell. Despite having thousands of acolytes, many of whom have spent decades trying to convince the motorcycling world that hub-center steering is a pure and brilliant engineering alternative to the compromises of the telescopic fork, we don’t buy it.

Motorcyclists, as a whole, are not yet so keen on electric propulsion either. We know it’s coming and that it’s getting better, but for now we’ll stick with the gas burners we know and love, thanks. Other futuristic concepts, like head-up displays and smart crash helmets? Erm, neat ideas but we’ll take a rain check.

Arc claims the Vector has 117 hp, 128 lb.-ft. of torque, and a range of 271 miles. (Arc/)

All of which should mean that the Arc Vector, which features all of the above for a stratospheric 90,000 pounds sterling price tag, is up against a brick wall and without a hope of making a single sale. But, no, despite its hub-center steering, its 117 hp AC motor, and soon-to-be-realized head-up display (HUD), Arc’s order book is filling up nicely. Furthermore, Arc has an all-but-finished bike ready to go and invited Cycle World to give it a quick blast on the roads around the company’s HQ in the UK’s English midlands.

The Arc Vector is the idea of Arc founder and CEO Mark Truman. The bike was revealed to the public at EICMA in 2018, stunning the motorcycling world with its dramatic hub-center steering and claimed range of 271 miles and recharge time of just 40 minutes. It looked like the most advanced electric motorcycle ever made, and skeptics muttered the concept would remain just that.

The company went into administration in 2019 when key investors removed themselves from the project, but Mark and his company bounced back, and earlier this year conducted the Vector’s final testing with former MotoGP racer James Ellison.

The Arc seriously challenges convention at every turn. There is no frame as we know it; instead, the chassis is a carbon monocoque housing for the 16.8kWh battery cells and motor. One of the benefits of its hub-center steering compared to telescopic forks is that it separates braking, suspension, and steering forces, which allowed Arc to run a relatively light spring in the front Öhlins TTX shock along with a dramatically steep head angle of 20 degrees (compared to a normal sportbike’s 24 to 25 degrees) without compromising stability. The pivot point of the front shock is located below the front wheel spindle, which, unlike most other hub-steered bikes, allows the front to dive slightly like a conventional telescopic fork, creating a familiar sensation of weight transfer when braking.

Related: The Arc Vector, Undressed

Locating the front shock pivot point below the front suspension spindle gives the Vector a more familiar and traditional steering feel. (Arc/)

Both front and rear arms are carbon fiber, bolting directly to the carbon monocoque, as are the beautiful BST wheels. In a rare instance of conformity there are Brembo Stylema brakes up front, plus a full carbon seat unit, keyless ignition (via a wrist strap key), and belt drive. A digital dash on top of the dummy fuel tank houses the charging ports.

A digital dash reports the battery charge, range, speed, and riding modes. It is difficult to read in direct sunlight. (Arc/)

Once underway, there are no gears, of course, and no significant engine noise—and the instant response of the torque-rich motor can easily take first-time electric riders by surprise.

In fact, engine response off small throttle openings is a little abrupt compared to a typical petrol-powered superbike, even in the Vector’s low-torque Urban mode. But once accustomed it’s an incredibly easy bike to ride.

From a standing start or accelerating from 50 mph, it’s simply a case of twist and go. Overtaking is effortless, with no gears to worry about and no revs to manage. Just direct torque on demand.

How fast is it? The 399-volt motor produces an extremely juicy peak of 128 lb.-ft. of torque and 117 hp of power, directed to the back wheel via a belt drive (not a chain, which was originally shown on the concept bike), but top speed is limited to 200 kph, or 120 mph, with Arc quoting a 0–100 kph (0–62 mph) time of 3.1 seconds.

A 399-volt permanent rare-earth magnet AC motor turns the carbon fiber BST rear wheel via belt. (Arc/)

On the road it feels as quick and full of energy as, say, a BMW S 1000 RR. It is a mighty performer. To help it run into turns and carry lots of corner speed, Arc has deliberately dialed in minimal engine-braking. This means there’s relatively little regen in the powertrain, which in turn gives the Vector something of a two-stroke feel, helping the rider flow into corners.

Finished production Vectors will have multiple riding modes and rider aids, including lean-sensitive traction control and conventional ABS (developed in partnership with Continental). These were still to be installed into our bike and, certainly, traction control will be needed as I could feel the front wheel go light on occasions over crests.

The Vector weighs in at 529 pounds (240 kilograms), about par for an electric bike with sporting intent but about 40 or more kilos overweight for a 2020 superbike. Arc’s development team knew that a hub-center steering system would manage those extra kilos better than traditional tele forks, and allow a steep and sporty steering head angle to boot. The team was also unconstrained by the need to design around the usual fixtures and fittings, like a radiator, water pipes, and exhaust, as well as having no significant engine heat to worry about.

The Vector does feel heavy when pushing it around—there’s no crawler or reverse gear—but once a leg is thrown over the 825mm (32.9 inches) carbon seat for the first time and those carbon BST wheels are turning, that weight simply falls away.

That steep 20-degree rake angle makes the Arc feel like a much lighter machine. It turns so quickly that it took a few miles to recalibrate as I was constantly steering too soon and hitting the apex too early, before picking up the bike and having a second stab at it.

Road feel is excellent from the Vector’s suspension. (Arc/)

Within a few miles on twisty roads I found myself using less input at the bars and pegs to make it turn. I’d say that the Vector steers faster than any other electric superbike I’ve ridden, including the Energica I raced at Isle of Man TT. But it remains planted and super stable as the pace gets serious.

With suspension and braking forces separated and a relatively light spring controlling the ride, you can feel the supple front end tracing road imperfections. There’s no sense of detachment, which can happen with some funny front ends. The rear suspension uses a directly mounted TTX Öhlins unit, which is on the firm side and only comes into its own when the road opens and the traffic clears.

Like a racebike on the road, the Vector doesn’t want to be ridden slowly. It needs a bit of speed to bring its suspension into its ideal operating window, and ideally a bit of space too. Its natural habitat is flowing ribbons of asphalt where it can settle into corners, front tire tracking to the millimeter, rear driving the immense wave of direct torque into the road as the bike surges, like no other bike can surge, from one set of bends to the next.

Stopping duties fall to two Brembo Stylema Monoblock calipers gripping 320mm discs. The rear is also a Brembo item, a 240mm disc operated from the handlebar and leaving the bespoke footpegs looking slick and lever-free. Our testbike didn’t have ABS fitted but customer bikes will have (non-lean-sensitive) ABS.

As with many HCS machines, braking is immense but takes a little getting used to, especially with so little engine-braking. Unlike some HCS systems, you can feel the front tire loading as weight transfers forward onto the front tire’s contact patch, and you feel the stopping power build. Meanwhile the rear brake lever on the handlebar performs like a scooter’s and is very effective.

It struggles a little in town, especially as the rear suspension setup is hard and the steering lock is limited. Add that high seat and instant torque as you crack open the throttle, and I can see most owners heading for the countryside or track immediately.

Around town the Arc Vector is a little tougher to live with than a traditionally suspended motorcycle. (Arc/)

The good news is that there’s no engine heat to cook your legs, and because each bike is built to order, suspension and power settings can be tailored to match the customer’s requirements. Theoretically, a wealthy owner who wishes to ride their Arc in the city rather than up in the hills can have their Vector tweaked to suit.

Customers will also be invited to choose their bike’s color and decide final specifications. Footpegs will only be positioned once the rider has found the perfect setting on a “dummy” bike. No two Vectors will be the same, and customers can let their imagination run wild. If you want wood finish bodywork like an old skateboard, that’s not a problem.

Cruise control is standard; so as long as you plan your journey with a DC fast charger along the way, you could cover some decent miles on the Arc. Range and battery usage are displayed on the dash, which is on top of what we’d normally describe as a fuel tank. This also shows speed, riding mode, etc., but it’s hard to read, especially when the sunlight is directly behind you. Mind you, that issue will disappear when the information you need is displayed in the head-up display.

Human Machine Interface (HMI) makes a direct connection between the bike and the rider’s Zenith helmet, which will feature a HUD much like a fighter pilot’s, and will also carry an integrated rear-facing camera that will automatically highlight anything detected in the blind spot via the HUD. Rider modes will have the option to be voice-activated from the Wi-Fi helmet.

Our test ride did not include the usage of Arc’s Human Machine Interface. (Arc/)

Arc is also collaborating with armor specialists Knox on the development of an Origin Jacket, which is part of the HMI experience. Depending on the chosen riding mode and riding environment the jacket will alert the rider to dangers or give the rider feedback on their riding, while Euphoric mode will let you play music through the haptics. All of this, Arc says, is close to final production.

There is no hiding the fact the Arc Vector is expensive, and 90,000 pounds sterling is only the starting price. Our testbike, the AE model, which is in final development to interact with the jacket and helmet, will be priced at 110,000 pounds. However, this is a bespoke, handmade electric superbike for a very limited lucky few, so perhaps it’s best to think of the Vector in terms of supercar money, like a Ferrari or Bugatti.

While the Vector looks like a creation for a near-future sci-fi blockbuster, the important thing is that it works as a motorcycle. Yes, our testbike was a little firm and the initial throttle response a tad urgent. But It feels deceptively light on the move, it flows, has excellent brakes, and simply oozes excitement. This is one fast electric superbike.

The list of future Arc Vector owners continues to grow, and with good reason. It performs well, looks wild, and has an air of exclusivity. (Arc/)

Arc Vector Specifications

MSRP:	90,000 pounds sterling
Motor:	399V permanent rare-earth magnet AC motor
Battery:	16.8kWh
Charger Type:	DC fast charger
Claimed Charge Time:	40 min. (0–90 percent)
Claimed Range:	271 miles/436 km (Arc admits real world it’s more like 200 miles/320 km or 120 miles/193 km high speed)
Claimed Peak power:	117 hp
Claimed Peak torque:	128 lb.-ft.
Top speed:	124 mph
Transmission/Final Drive:	Clutchless direct drive/carbon belt
Frame:	Monocoque battery housing
Front Suspension:	Hub-center steering, carbon fiber swingarm, Öhlins ILX56 single shock, fully adjustable; 5.9 in. travel
Rear Suspension:	Öhlins TTX 56 single shock, fully adjustable; 4.3 in. travel
Front Brake:	Brembo Stylema  4-piston calipers, dual 320mm discs w/ ABS
Rear Brake:	Brembo 2-piston caliper, 240mm disc w/ ABS
Wheels, Front/Rear:	BST Carbon; 17 in.
Tires, Front/Rear:	Pirelli Diablo Rosso IV Corsa; 120/70R-17 / 180/55R-17
Rake/Trail:	20.0°/4.1 in.
Wheelbase:	57.1 in.
Seat Height:	32.5 in.
Claimed Curb Weight:	529 lb.
Contact:	arcvehicle.com

 

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