Stark Varg SM Review: The Most Radical Supermoto of the Future?

As part of our 1000PS winter escape to Barcelona, we not only evaded the Central European winter but also significantly extended the testing season. Among numerous new motorcycles like the BMW R 1300 RS, R 1300 RT, and KTM 1390 Super Adventure R, one bike stood out: the Stark Varg SM. Not just from a technical standpoint, but also in terms of riding dynamics, it operates in a league of its own.

The electric Supermoto from Spain isn't just another noveltyit's a concept that deliberately breaks away from the norm. This made it all the more exciting to experience it not only from my perspective as an enthusiastic road rider but also through professional insights. Joining me was Bernd Hiemer, two-time Supermoto World Champion. Together, we evaluated how well the Varg SM performs in everyday useand how it handles twisty sections.

The specs of the Stark Varg SM read like a top-trumps card: 80 HP peak output, 914 Nm of torque at the rear wheel, and a weight of just 124.5 kilograms. This places the electric Supermoto in a realm that's extraordinary even when compared to powerful combustion enginesespecially when combined with its low weight. For comparison: the current most powerful street-legal production Supermoto, the KTM 690 SMC R, delivers 79 HP at a ready-to-ride weight of over 160 kg.

The heart of the Stark Varg SM is a 7.2 kWh battery, which also serves as a structural element in the vehicle, contributing to the rigidity of the chassis. The suspension is from KYB and is fully adjustable, with 290 mm of travel at the front and 303 mm at the rear. Braking is handled by high-quality Brembo components, featuring a radial four-piston caliper and a 320 mm disc at the front. The entire package is clearly geared towards performance.

The cockpit is particularly innovative: instead of a traditional display, Stark uses a custom, rugged Android smartphone called Arkenstone, which serves as both display and control center. Here, you can individually adjust power levels, power characteristics, engine braking, and regeneration, as well as manage typical connectivity features like navigation. The Arkenstone also functions as a kind of key, as there's no traditional ignition key slot, and the Stark can only operate in a sort of emergency mode without the smartphone secured in its stylish mount. To prevent theft, there's a steering lock, a tracking system, and the capability for Stark to completely disable the bike via the mobile network.

The Stark Varg SM is not a motorcycle that can be easily categorized. It combines the uncompromising immediacy of an electric motor with the playfulness and aggression of a Supermoto, creating a riding experience unlike anything that has existed before.

A central element of this concept is its immense adaptability. Through the cockpit, not only can you choose different riding modes, but in Advanced Mode, you can also individually design complete power curves. This allows you to configure the Varg SM from a tame A1-compliant vehicle to a no-holds-barred 80 HP machine.

Additionally, despite its performance figures, it is homologated as an A1 motorcyclea fact made possible mainly by the distinction between continuous and peak power. In practice, this also means that the power is available at all timesif you choose to unlock it. To prevent misuse by young, inexperienced, yet horsepower-hungry hands, there's also an optional password-protected lock, allowing the rider to only use a defined portion of the power.

Another peculiarity of the Varg SM is that the machine lacks ABS. I was under the impression that every motorized two-wheeler today needs at least a combined braking system. However, there are certain exceptions, where if a vehicle is below a certain weight and the seat height exceeds a certain value, it doesn't require ABS. This likely stems from hard enduros, which roll off the assembly line without ABS but with street approval. However, hard enduros are rarely A1 bikes and don't pack 80 HP and 914 Nm of torque at the rear wheel. The Varg SM also lacks traction control.

Alongside the electronic wizardry comes a clear premium claim. The Stark Varg SM is brimming with high-quality materials, beautiful design, precise craftsmanship, and numerous customization options. When titanium bolts and footpegs are listed for several hundred euros each in the accessory catalog, you know this bike isn't aimed at budget bikers.

In an urban setting, one of the Stark Varg SM's greatest strengths quickly becomes apparent: its simplicity. No shifting, no clutch, no engine idle in the traditional sensejust twist the throttle and go. Especially in stop-and-go traffic, this concept shines, making riding pleasantly straightforward.

The handling at a standstill is also impressive. Despite a seat height of over 900 mm, the Varg feels surprisingly approachable due to its extreme narrowness. The weight is low, making the motorcycle easy to maneuver and overall very manageable.

However, it quickly becomes clear that comfort is not the focus. The seat is narrow and hard, and the suspension is stiffly tuned. This becomes noticeable in city traffic, especially on rough surfaces. Additionally, the unconventional operation of the rear brake with the left hand instead of a clutch lever requires acclimatization and doesn't immediately appeal to everyone. A traditional foot brake lever is available at an additional cost.

Overall, the Varg SM works for everyday usebut it never truly feels like a comfortable daily rider. Instead, it always gives the impression of being an uncompromising sports machine that only partially holds back even in urban settings.

Once you leave the city, one issue inevitably comes into focus: range. As with any electric vehicle, it heavily depends on riding style, speed, and use casebut especially with a Supermoto that invites playful riding, it quickly becomes a challenge.

In our test, a fairly realistic picture emerged: for a roughly 20-kilometer ride to the test track with some uphill sections, about 34 percent of the battery capacity was used. In practice, this means that longer rides without interim charging are hardly feasible. Even at moderate speeds, the consumption adds up significantly.

While regeneration helps to recover energy, its effect remains modest. On a roughly 5 km winding ascent in the Parc del Garraf National Park, I used 11-12% of the charge. On the same route downhill, with the regeneration at the maximum level and minimal braking, only 1-2% was recovered.

More relevant is the charging capability: 3.3 kW of charging power is possible, resulting in a charging time of about 2 hours. Unfortunately, the Stark is not compatible with fast-charging DC stations. Instead, the elegantly designed motorcycle stand also functions as a charger, and there's an optional portable charger for on-the-go use. With this compact, portable charger, we managed to charge the Stark from 22% to 80% during a lunch break within an hour. This is enough for roughly one and a half to two hours of riding fun, depending on speed and power mode.

The range of the Stark Varg SM is sufficient for a fun ride, but the route should be very close; otherwise, it gets tight. This limitation is unfortunately typical for an electric two-wheeler and is hard to overcome with the current state of battery technology. However, with the Varg SM, there's an additional psychological component: constantly considering the remaining range affects the riding experience. Especially with a motorcycle designed for maximum riding pleasure, this "range anxiety" acts as a counterpoint to the very idea of an uncompromising fun bike.

As soon as you hit the twisty roads, the Stark Varg SM reveals its true characterand it's primarily demanding. The combination of low weight and extremely direct power delivery creates a riding experience unlike that of traditional Supermotos. Even at mid power levels, the potential of this motorcycle becomes apparent. The power is practically instantaneous, causing the front wheel to lift quicker than expected. Precision on the throttle isn't a luxury here; it's a necessity.

There are five power modes on the Stark Varg SM. We configured them to the following power levels: 10, 20, 40, 60, and 80 HP. To unlock the full 80 HP, you need to put an extra €1000 on the table to get the so-called "Alpha" version of the Varg SM. Without the extra cost, it maxes out at 60 HP, but even that pulls so hard that I never reach for level 5.

I personally rode the Stark much more cautiously than comparable combustion bikessimply because the directness of the electric drive leaves little room for error. This impression is echoed by Bernd Hiemer: Even as an experienced Supermoto World Champion, he initially approaches the Varg SM with respect. The combination of power, low weight, and the lack of ABS and traction control means you have to earn your confidence with the bike.

Bernd Hiemer makes an interesting comparison here: to him, the raw character is reminiscent of extremely aggressive two-stroke motocross machines. At the same time, he emphasizes that this is precisely where the system's great strength liesin its adaptability. By specifically altering the power curve, the motorcycle can be significantly tamed and made more controllable. It quickly became clear to me as well: the so-called Advanced Mode is not a toy, but an essential tool. By adjusting the power delivery, the Varg SM becomes more rideableat least for riders without professional skill levels. Control at low speeds is never the issue, as the power delivery is still gentle from the factory. Yet, even with a gentle power increase, you eventually reach the high power level where only a slight twist of the wrist separates cornering fun from a lifted front wheel and a crash.

When cornering, the Stark Varg SM exhibits a character that doesn't immediately feel familiar. Despite its low weight and low center of gravity, it appears less agile than one might initially expect. Particularly when braking while leaned over, there's a noticeable tendency to stand up, while during acceleration, it tends to tip slightly into the curve.

This behavior requires getting used to, even for a Supermoto World Champion. Bernd describes the cornering behavior as "quirky" and notes that initially, he lacks confidence in the front wheel. Only with more riding time does the behavior become more understandable, but it doesn't immediately become truly intuitive.

The suspension itself is clearly designed for sportiness. Firmly tuned, it offers stability at high speeds but shows weaknesses on uneven asphalt. Bumps are only partially absorbed, which can lead to instability when leaned over. Even adjusting the fully adjustable suspension components provides little improvement. A softer setup for the street or a wider adjustment range would be quite sensible. Bernd also sees it similarly: the setup is perfect for use on a kart track, but it feels too uncompromising for road use.

This question almost automatically arises with a motorcycle like the Stark Varg SM. 80 HP, extremely low weight, and no electronic assistance systems like ABS or traction controlit's a combination that demands respect.

From my perspective, the Varg SM is a unique, adrenaline-inducing, and therefore very fun bike. But it's certainly not a motorcycle that forgives mistakes. The direct throttle response, the sporty Brembo front brake, and the quirky handling ensure that you must remain focused at all times. Inexperienced riders, in particular, could quickly become overwhelmed.

Bernd Hiemer has a nuanced view: for him, the motorcycle isn't inherently dangerousbut it requires experience and training. He is especially critical of the concept for beginners or returning riders. The temptation to exploit its potential is greatand that's precisely where the danger lies. The ability to limit the power helps, but it doesn't replace the necessary riding skills. In the wrong hands, the Varg SM can quickly become more than just a fun toy. However, in the right hands, it can offer a riding experience unmatched by any other two-wheeler.

With a starting price of €12,990 or €13,990 for the 80 HP version, the Stark Varg SM clearly positions itself in the premium segment. Orders are placed like with Tesla on the Stark website. In return, you get a technically exceptional motorcycle with high-quality components and a very unique concept. The ability to customizeboth in terms of software and componentsalso emphasizes the premium claim. However, this is only dampened by the buttons on the handlebar controls. While the buttons and controls are elegantly crafted from aluminum, the feel is indifferent, clunky, and on our almost new machine, the turn signal was already acting up.

Aside from its looks and ride feel, the low maintenance effort is particularly noteworthy. Compared to traditional combustion bikes, many typical service points are eliminated, saving both time and costs in the long run. Apart from usual wear parts like forks, brake fluid, or chain, the maintenance is manageable. The gearbox oil should be changed every 50 hours. Air filter changes, piston maintenance, spark plug checks, valve clearance inspections, and more are completely unnecessary, which significantly improves the value for money.