Model Evaluation

2012 Vectrix VX-1 Li+

Hope for the future of electric two-wheelers?

by Scott Rousseau
ECTRIX WAS FOUNDED in 1996 with the goal of developing

electric-powered vehicles that would provide clean, efficient, reliable, affordable transportation, and the debut of its prototype at the Milan show in 2000 appeared to be proof that it was on track to deliver. But it took seven more years and a whopping $50 million total investment before Vectrix finally released its all-electric VX-1 scooter for sale to the public in 2007. With an MSRP of $10,495, it was powered by a Nickel Metal Hydride (NiMH) battery, boasted a top speed of 62 mph and a range of 3555 miles. It bristled with new technology, received a few positive test reviews and showed promise for the future. The Vectrix VX-1 didnt burn fossil fuel, instead it was fueled by good old-fashioned investment capital, and the credit crisis of put the company on the ropes, forcing it to lay off most of its employees and file Chapter 11 in September 2009. However, the VX-1 showed enough promise that Gold Peak Industries Limited of Hong Kong purchased Vectrixs assets and relaunched the company. Vectrix responded by immediately improving the VX1 with new battery technology and renaming it the VX-1 Li (and Li+). The company has since added new models, such as the VX2 econo-scooter and the intriguing three-wheeled VX-3 to its expanding line of electric-powered scooters, which are built in its New Bedford, Massachusetts assembly plant and also at its European plant in Wroclaw, Poland. So, instead of becoming a footnote in history, Vectrix now appears to be well primed for the future.

of 10 cells connected in series. Each cell has a nominal voltage of 3.2 volts for a total nominal bus voltage of 128 volts DC. The battery comes in two capacities: 30Ah for the VX-1 Li and 42 Ah for the VX-1 Li+, the difference being vehicle range. Vectrix boasts an impressive 4060 miles per charge for the Li and 5585 miles for the Li+. Keeping the battery pack within a strict operating temperature range requires built-in fans that draw cool air through the boxes, so you will hear the slight whooshing sound of the fans when you are riding and when the battery is being recharged. The charging procedure is straightforward: Simply plug the VX-1 Li+s three-pronged charging cord into a standard110-volt 60Hz wall socket and the Vectrixs onboard battery management system takes care of the rest. Typical recharge time is 45 hours from completely discharged, although the batteries only require 2.5 hours of charge time to reach 80% capacity. About every six charges, however, the chargers run time increases as the battery management system periodically equalizes the batteries to maintain peak performance. The system draws less power during the equalization process, however, and the vehicle will still have its full charge after 45 hours. Think of it as the VX-1 giving itself an oil and filter change while its also refueling. Now, if only our gasolinepowered motorcycles could do that! Vectrix only lists one other scheduled maintenance item for the VX-1, recommending that the fluid in the planetary gear drive be changed every 200,000 miles; $12 for the fluid plus two hours labor. There are no other listed service intervals, as there are only 11 moving parts in the entire drivetrain, including the throttle. Manufactured by Parker Hannifin in a dedicated portion of Vectrixs Polish factory, theVX-1s motor and transmission are actually housed in the swingarm rather than in the bodywork or under the seatspace taken up by the vehicles massive battery box. The 3-phase, permanent magnet, brushless radial gap motor is rated at 21 Kilowatts, with a maximum engine speed of 5500 rpm. Company literature claims 28.2 hp maximum output at the motor shaft and 47.9 lb.-ft. of peak torque at unspecified rpm, but our dyno testing revealed a substantially lower figure of just 18.57 rwhp. The VX-1s single-speed transmission uses a single-speed planetary gear arrangement for gear reduction. There are no external belts or chains to adjust or replace.

SCOTT ROUSSEAU

Performance & Range

As you might expect, the VX-1 Li+ is no road burner, but taking its power source into consideration, we still rate its performance as very good. Acceleration is lackluster as the electrons start to flow into the motor, but from about 25 mph onward, the VX-1 exhibits surprisingly useful get-up-and-go before leveling off at its freeway-capable 68.5 mph top speed, its fly-by-wire throttle delivering smooth and linear response all the way. Our test unit covered the quarter mile in 18.94 sec. @ 68.23 mph and went from 060 mph in 12.47 sec., placing it in a practical dead heat with the Zero DS. Even better, the VX-1s range trumps its performance numbers. Our testing time included heavy inner-city stop-and-go, hills and extensive daytime freeway use when Southern California traffic was moving along at its typical rapid rate. Frankly, we were merciless on the little VX-1. Even so, it covered a very practical average range of 47.8 miles per charge. No, it isnt the 5585 miles that Vectrix quotes, but its still a remarkable distance, especially if you plan to use it solely as an inner-city commuter. Also, Vectrix officials tell us that the VX-1 requires 1000 break-in miles

Battery, Motor & Transmission

If youre going to produce a trend-setting electric scooter, it helps to have a strong battery manufacturer in your corner. Gold Peak Industries just so happens to be one of the largest battery companies in the world. Replacing the early NiMH battery, the VX-1 Li+s battery uses lithium iron phosphate (LiFEPO4) chemistry rather than lithium ion, Vectrix claiming that the former is more stable than lithium ion. The pack consists of four modules
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to achieve its maximum efficiency. If you do run low on juice, the VX-1s throttle response will be cut first, and the low battery light on the dash will come on with about 78 miles of useable range remaining. Using our trusty Kill A Watt P4400 power meter to record the VX-1 Li+s power consumption showed that the battery requires 7.85 Kilowatt hours (kWh)to recharge to full capacity from completely dead. Based on the average California rate of $0.153 per kWh (your charges may vary), the VX-1 Li+ costs $1.20 per refill, for a cost per mile of $0.025. Vectrix lists the battery life as 1600 full charge cycles from completely discharged, but Vectrix officials claim that topping off a partially spent battery doesnt count as a full charge, and that its current durability testing has shown that the batteries may be capable of as many as 4000 full charge cycles. Dispensing with the hype, 1600 charge cycles at our established range of 47.8 miles equates to 76,480 miles of battery life. My personal commute is about 7280 miles per year. If the Vectrix were to be used for nothing else but my commute, the battery would theoretically last about 10.5 years before requiring replacement. Then again, elsewhere in its literature, Vectrix estimates that the battery will last 10 years at 5000 miles of operation per year, equating to a substantially decreased service life of 6 years and 9 months. Which is more accurate? Unfortunately, we wont have the VX-1 Li+ long enough to find out, but all EV manufacturers owe it to customers to be more definitive regarding battery life because replacement batteries are expensive. The VX-1 Li+s currently retail for $4000.

entertaining trick is that rolling the throttle forward from a standstill allows the VX-1 to back up under its own power, perfect if you should find yourself pointed downhill in a parking lot. The VX-1s top-quality Brembo 270mm front and 240mm rear discs with two-piston calipers offer solid stopping power. We recorded a best 600 mph stop of 141'less than 2' longer than the Zero DS despite the VX-1 being 158.5 lbs. heavier. However, the VX-1s rear wheel locks up too easily in emergency stops, but at least directional stability is not compromised.

Ergonomics, Controls & Instruments

The VX-1s seating position is comfortable for the rider, with well-placed bars and a firm yet comfortable seat. The narrow footboards limit foot movement, however, and the angled footrests are too short for riders with size 12 or larger riding boots. Also, the passenger seat, while wide and well-padded, slopes rearward slightly, which can make passengers feel uncomfortable, and the VX-1s rider backrest prohibits the passenger from snugging up to the rider for greater security. Braking is accomplished via brake levers on the handlebars. There is no rear brake pedal, and the levers are not adjustable, but theyll fit a wide range of hands and grip strengths. A stylish triple instrument pod features an easy-to-read analog speedometer in the center pod, although the larger, outer numbers are km/h and the smaller inner numbers are mphwhich wed like to see reversed for American units. LED screens in the outer pods display a clock, odometer, dual tripmeters and estimated range in the left and a battery level gauge in the right.

Chassis, Suspension & Handling

Weighing just 25 lbs., the VX-1s lightweight aircraftaluminum frame originates from an unlikely source, military aircraft giant Lockheed Martin, which designed the chassis at the same time that it was developing the F-22 fighter jet. The VX-1s rake and trail are a very scooter-like 26.63/4.08", and because the 85-lb. battery pack is placed low, which lowers its overall CofG but also limits foot space, it feels much lighter than its 454.5 lbs. would suggest. Handling is extremely pleasant, with light steering and easy maneuverability at all speeds while maintaining excellent stability. We did notice, however, that the VX-1 is more susceptible to buffeting by crosswinds than it might be if its CofG were higher. The VX-1s nonadjustable 35mm Marzocchi telescopic fork legs connect to the steering stem via a bicycle-style single bottom triple clamp, similar to other scooters weve seen and tested, while a pair of 5-position preload-adjustable Sachs shocks suspend the rear. Even with 4.33" of travel at each end, really rough pavement can tax the suspension, but overall performance is very good, and its handling stays consistent whether the scooter is being ridden solo or two-up.

Attention To Detail
The VX-1s fit and finish are on par with any top-quality motorcycle. Whats more, Vectrix seems to have thought of everything for its customers. For instance, the VX-1s charger has a feature that allows the vehicle to be plugged into an outlet but delays the charging process until a user-determined time, enabling the user to take advantage of off-peak electrical rates during recharginga real money saver.

Brakes
You cant talk about the VX-1s brakes without mentioning its patented, range-boosting regenerative braking system. It works like this: Rolling forward on the VX-1s two-way throttle reverses the polarity of the motor, turning it into a generator that recharges the battery while creating dynamic drag that slows the VX-1. During regeneration, it can put between 58% of the driving energy back into the battery, extending range. The re-gen braking action is smooth, and activation also lights the VX-1s LED taillight, signaling motorists that you are slowing. The regenerative braking effect not only extends range, its great fun to use. With no obstacles in our path, we would try to judge just how long it would take the VX-1 to come to a complete stop from a given speed without touching the brakes. Another

Final Thoughts
At $13,995, the VX-1 Li+ is not cheap, but federal and state credit incentives are still available to effectively lower its cost. Additionally, power companies are beginning to offer rates savings to EV ownersall are worth exploring if you think a Vectrix might be for you. But whether you want to save the environment or just dig new technology, the VX-1 Li+, is worth a look. It offers real-world performance and utility right now. If electric-powered two-wheelers are ever to be taken seriously, theyll need to perform at least as well as this one.
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Scott Rousseau

Model Evaluation
Left: The VX-1 hides its powertrain beneath attractive bodywork. Other than the word Electric on its flanks, its futuristic propulsion system isnt so obvious. Quality parts abound, including 35mm Marzocchi forks, Brembo disc brakes, Pirelli tires front and rear and a Hella headlight. Fit and finish are excellent. The sport windscreen is standard, with two taller options also available. Above: The VX-1s handlebar is comfortable, but taller testers found the ergonomics a bit cramped. Its twoway throttle rolls forward to engage Vectrixs patented, power-saving regenerative braking when in motion. Also, rolling it forward from a standstill initiates reverse, a nice bonus.

Right: The riders seat heat height is 29.9", but shorter and narrower options exist. The seat is wide, flat and comfortable for the rider, but the passenger seat has a slight rearward taper that can make the passenger feel unsteady, especially during acceleration. Right: The VX-1s motor and singlespeed transmission are located behind the chrome hub cover on the left swingarm. Rwhp is only 18.5 hp, but its enough to propel the VX-1 smartly along at freeway speeds. Underseat storage is a generous 1.41 cu.-ft. Left: The instrument pod gives off a real Italian GT vibe. Analog speedometer is easy to read, but we wish the mph was in white and the kilos in red, rather than vice versa. Clock, trip functions and est. range are in the left pod, battery level gauge is in the right.

TESTERS LOG
Just recently, the US government authorized the construction of the first new nuclear power plant since 1978. I mention this because I believe that nuclear power using the latest technology is the safest and most effective way to generate the massive amounts of electricity we would need to ever realize a switch from gas- to electric-powered vehicles for everyday transportation. Burning coal aint gonna get er done. Why do I even care? Because the Vectrix VX-1 Li+ has opened my eyes to the real potential for practical EV use. Its fast enough, handles great, and offers decent wind protection and useful cargo space. Many gas-powered scooters do all that, too, but most of them cant be refueled for about $18 per month. Still, the VX-1s current $13,995 pricetag is steep, and whether the battery will last far longer than advertised is unsubstantiated. So, for now, I will continue to burn gasoline, but the Vectrixs real world performance has convinced me that EVs are improving and may be worth considering sooner rather than later. Scott Rousseau Finally, an electric bike that makes sense. With its near 50-mile range, the Vectrix can handle real-world commuting as well as around-town errands. It accelerates well after an initially lazy take-off; in fact, with a whack of the throttle at 40 mph or so, it feels actually quick. Its top speed is fast enough to keep up with California 65 mph+ freeway traffic, and it has the practicality of a large storage area under the rear seat for shopping. But my favorite part of the VX-1 is its regenerative braking, which makes so much sense on an electric and is actually fun to use; making energy instead of turning it into heat. Riding in traffic next to a big SUV on 20" rims and rumbling exhausts, I could finally see how attached weve become to internal combustion. Even if you never buy an electric, be glad youre living in the last generation of Americans to enjoy the thrill of gasoline-powered transportation. To those who will never know them, it will seem as weird and wonderful as wood-powered steam engines trailing plumes of black smoke across the prairies. Dave Searle

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MOTORCYCLE CONSUMER NEWS

All Photos By Scott Rousseau

2012 Vectrix VX-1 Li+

SPECIFICATIONS AND PERFORMANCE DATA
ENGINE Type: .... Air-cooled, brushless air-gap motor in rear-hub, 21kW DC output Valvetrain: ..................................None Displacement:................................n/a Bore/stroke: ..................................n/a Comp. ratio: ..................................n/a Fueling: ..Rechargable 42 Ah LiFePO4 battery, 5.4kW/hour capacity Exhaust: ....................................None DRIVE TRAIN Transmission: ..............Single-speed Final drive:........Integrated, rear-wheel mounted planetary gear drive RPM @ 65 mph* / max rpm: n/a / 5500
*actual, not indicated

PERFORMANCE Measured top speed ......68.5 mph 01/4 mile..................18.94 sec. ............................@ 68.23 mph 060 mph ..................12.47 sec. 0100 mph ..........................n/a 600 mph ......................141.04' Power to Weight Ratio ......1:24.49 Speed @ 65 mph indicated ....62.4 MC RATING SYSTEM
EXCELLENT VERY GOOD GOOD FAIR POOR

ERGONOMICS TEMPLATE

DIMENSIONS Wheelbase: ................................60.0" Rake/trail: ......................26.63/4.08 Ground clearance: ......................6.75"" Seat height: ................................29.9" GVWR: ..................................938 lbs. Wet weight: ........................454.5 lbs. Carrying capacity: ..............483.5 lbs. SUSPENSION

A B C

68.25" 48.4" 34.25" 35.0"

Horizontal (nose to) A: Passenger seat (middle). B: Rider seat (middle). C: Handgrip (center). D: Passenger footpeg (center). E: Rider footpeg (center). Vertical (ground to) F: Handlebar (center). G: Rider footpeg (top). H: Rider seat (lowest point). I : Passenger peg (top). J: Passenger seat (middle). 41.1" 17.5"

23.25"

29.9"

51.0"

HI J

Electric Scooter Engine Transmission Suspension Brakes Handling Ergonomics Riding Impression Instruments/Controls Attention to Detail Value OVERALL RATING

Front: ....Marzocchi 35mm telescopic, nonadjustable, 4.33" travel MISCELLANEOUS Rear: ....Dual Sachs shocks, adjustable preload, 4.33" travel Instruments: ......Analog speedometer, LED odometer, tripmeter, clock, BRAKES range, remaining energy level, Indicators: .. hi-beam, t/s, low battery Front: ....Single 270mm floating discs, warning, reverse, service warning Brembo 2-piston calipers MSRP: ..................................$13,995 Rear: ...Patented Vectrix regenerative Routine service interval: ..............n/a braking system/plus single 240mm Major service interval:......200,000 mi. disc, single-piston caliper Warranty: ................................2 years Colors: ................Black, Silver, White TIRES & WHEELS Front: ..120/70-14 Pirelli GTS23 (M/C 55P) on 3.75" x 14" wheel Rear: ....120/70-13 Pirelli GTS24 (M/C 63B) on 4.75" x 13" wheel ELECTRICS Battery: ............................125V, 42Ah Ignition:......................................None Alternator Output: ..........................n/a Headlight: ..............................35W x 2 FUEL Range:..............55-85 miles (claimed) Fuel grade:110V/60Hz or 220V/50Hz AC Cost per mile: ........................$0.0248

13.4"

DYNAMOMETER DATA Low end Mid-range Top end

SAE CORRECTED REAR-WHEEL TORQUE, LB. FT. SAE CORRECTED REAR-WHEEL HORSEPOWER

18.57 hp

The Vectrix VX-1 Li+s low power-to-weight ratio hinders its acceleration from a standing start, but its performance is linear and more spritely above 25 mph. We were also surprised at the VX-1s ability to keep pace with freeway traffic.

RPM, THOUSANDS

TEST NOTES PICKS An electric with practical power and performance Range is substantialif not quite as advertised Regenerative braking, smart charger are excellent features PANS Expensive, even with government incentives Battery life vs. cost to replace is still questionable Passenger seat ergos could be improved

STANDARD MAINTENANCE Item Time Parts Labor Oil & Filter ........................n/a ............................................$.00 Air Filter ....................n/a ....................................$.00 Valve Adjust ..............n/a ....................................$.00 Battery Access ..........n/a ....................................$.00 Final Drive..................2.0 ..........$12.00 ........$160.00 R/R Rear Whl.............0.5 ................................$40.00 Change Plugs ............n/a ....................................$.00 Synch EFI ..................n/a ................................n/a Totals .................2.5........$12.00 ......$200.00
* MCN has changed the estimated labor rate to $80 starting March 2007

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